MJM Newz

29z Debut at London Boatshow Jan 6-15

2011-12-03T09:18:00.001-05:00

The New 29z Downeast Model will create quite a stir at the forthcoming London Boatshow, displayed in Booth M-007 of the South Hall. No question, it's a "killer" design and quite fitting, as the first of the MJM Yachts to arrive in the UK, to get this James Bond designation at the Excel Center. The boat is currently doing sea trails for the press and customers under the auspices of Key Yachting's Paul Heys. Key Yachting is the very successful J Boats dealer in the UK and is pleased to be able to offer this high quality, fuel-efficient powerboat with a "J" lineage.

Southern Boating Interviews Bob Johnstone

2011-11-21T14:35:00.001-05:00

EXTRA! Interview

by Doug Thompson

7 Questions for Bob Johnstone, Owner of MJM Yachts

Focus on efficiency paramount for this boat builder, who also makes time for leisure cruising

Bob Johnstone, owner and founder of MJM Yachts, keeps a keen eye on the Baby Boomer market. He knows that Boomers might slow down physically a bit with age, but that their love of boating probably won’t diminish.

That’s why his MJM Yachts line of boats offers creature comforts and conveniences that make them easy to use and operate. Johnstone, who also co-founded J Boats in 1977, explains in this interview with Southern Boating Magazine, how MJM has weathered the financial storm and how the company plans to move forward.

SB: MJM Yachts was founded in 2002, and over the last nine years there have been significant economic changes in the United States and abroad. How has the market affected your business?
BJ: Fortunately, MJM Yachts, with its builder Boston BoatWorks, has been able to sustain a steady slow growth over the past five years. Granted, it would probably have been higher without the economic issue. But, the demographics are with us, possibly sparked by owner need to become more practical. Experienced boaters are looking for smaller, more fuel-efficient, elegant, easy-to-use boats that require less maintenance. The excitement surrounding the launch of these unique Doug Zurn designed classic-appearing yachts with their “summer porch” layouts surely helped. The look is patented, by the way

SB: Have your customers cruising habits changed over the last nine years?
BJ: They have changed right along with us (Mary and Bob). Our primary target market has done their world cruising, probably has a nice waterfront home, wants a boat to take to a dock restaurant, maybe a weekend cruise to Key West or Nantucket, spend a day watching sailboat races, harbor cruising or checking out the local real estate. Or, maybe their residence is north and they use their boat as a Florida condo. They don’t need a floating hotel tied up in their slip. They don’t want to have to deal with hiring a captain or to depend on dockhands to land the boat. We find that our owners are spending three times the hours on their MJM as on their previous boat because it’s not a major project to get underway.

Change dawned on us when the sailboat was our primary cruiser. The boats had to reverse roles. Sailing was becoming me racing with guys on our larger J/42 or J/120 while my wife Mary and I were spending our quality time together on a Dyer 29. Eventually I realized that the sailboat had to become our day boat and we needed a powerboat to do our cruising….the MJM 34z was born!

SB: What new technologies have you incorporated into your boats?
BJ: In 2002, I couldn’t find a powerboat builder that had experience building a wet pre-preg epoxy/Kevlar/Corecell/E-glass boat, so fell back on my sailing resources. Mark Lindsay ( Boston BoatWorks) had more high-tech building experience than anyone, having built Olympic, World Championship and America’s Cup racing boats. MJM’s are CE Certified and built to Class A Ocean structural standards. They are lighter, stronger and longer lasting thanks to epoxy being 25 percent stronger with greater flexural strength than polyester and vinylester resins. There is no other way to achieve the agile performance and fuel efficiency of the MJMs. It has to be quality hi-tech construction. The difference in propulsion systems will not approach the doubling of fuel-efficiency achieved by MJM compared to similar boats their size.”

One of our 36z’s was the first boat to incorporate Raymarine’s combination of a touchscreen display with a FLIR night vision system and our 2012 models incorporate the latest from Volvo Penta in engines, drives and docking systems such as IPS and DPS (Dynamic Positioning System), which allows the boat to hover on a constant heading while you get the dock lines out or take a lunch break.

SB:What’s on the drawing board for MJM Yachts?
BJ: We keep getting asked that question as though it’s expected we should now be building a 50-footer, now that there’s a 29z, 34z, 36z and 40z. Fifteen years ago that was certainly the pattern. And, we’d be delighted to if we could come up with a truly unique boat that would offer benefits to the owner not found in the plethora of very nice large cruising boats flooding the market at under 50 cents on the dollar. I keep coming back to demographic trends, because just about every success or failure in the marine market, dating back to the 1960s, power and sail, can be tied directly to what the bulk of those Baby Boomers were doing at the time. Right now there are 70 million plus Americans between the ages of 57 and 67. They aren’t getting more agile or adventuresome. But they don’t want to give up boating. Hence our unique side-opening doors at dock height and single level entertaining space from transom seat to wheel in a boat that can be managed by husband or wife...alone.

SB: You founded J Boats in 1977, and the company is one of the leaders in the industry. What do you attribute to that company’s success?
BJ: Interesting question. J Boats was founded on the premise that sailboat manufacturers were not focused on performance. I took the lead from Rossignol in skis. Remember Jean Claude Killy holding up those skis after winning a race? The sailboats being sold in the mid-1970s were either fun, get wet and cold Sunfish and Hobies, or slow tubs like O’Day 25′s, which maximized the number of bunks and kitchen space instead of speed through the water.

The J/24 was designed to carry that fun of higher performance smaller boats into a more comfortable, sail-with-your-clothes-on family racer… efficiently converting wind power to speed through the water, using cored hulls to hold their shape. And, the boat addressed a wider range of family use outside the local harbor. Now there are more than 12,500 worldwide and typically about 33 percent of the boats at race weeks around the country are “J’s”.

Similarly, MJM Yachts was founded on the premise of improving performance and handling, which in a powerboat is reducing drag and minimizing the horsepower to achieve acceptable cruising speeds of 25 knots or more. If a boat is incapable of 25 knots, then it will have difficulty out-running (and avoid wallowing in) a large following sea. The true measure of success is NMPG (Nautical Miles Per Gallon). Here, MJM is at the top of the class. And, the Sunfish and Hobie of the sailing world is now really the center console of the powerboat world. MJM’s offer the same agility and fun of driving, but in yacht-like all-weather comfort. It’s nice to bring the wife and kids along.

SB: The sailboat market is relatively small compared to the powerboat market–about 8% to 10% of boats built are sailboats. Do you see the sailing boat market growing, shrinking or remaining the same?
BJ: There seem to be a great many more young people coming into sailing now than when I was growing up. It hasn’t translated into market growth but my guess is that when those youngsters become older, their enthusiasm for sailing will sustain that percentage. J Boats has just had the most successful launch ever with its new 36.5′ J/111 with over 70 boats sold. I spent a delightful summer with sons, grandchildren and friends racing on Tuesday and Wednesday nights in Newport on mine.

SB: You have been boating your entire life, what type of boating do you enjoy the most, and where is your favorite place to go boating?
BJ: It changes with the years as you may be able to tell from the above answers. We’re hopefully the boating (vs. condo) role models for the forthcoming generation of MJM owners. Right now we look forward to enjoying a couple of three-week cruises between boat shows on our new 40z ZING in southwest Florida in January and February, mostly in Naples, Sanibel and Boca Grande. Then we’ll head across Lake Okeechobee to see friends in Stuart, Jupiter Island, Palm Beach and Fort Lauderdale and on into the Miami Show. After the Palm Beach Show, ZING heads up the Intracoastal to Hilton Head and Charleston in April where Charleston Race Week and a grandson at College of Charleston will be.

Summer will bring more sailing out of Newport on the J/111 with some short cruises on the 40z to Stonington (where I grew up sailing), Shelter Island, Block Island, Edgartown and Nantucket. Having spent many summers in Northeast Harbor and on Islesford, those Maine places remain magical as well.

BOATTEST.COM Reviews 40z

2011-11-16T11:39:00.003-05:00

BoatTest.com launches the captain's report for the 40z on its website, soon to be followed by their videotaping of MJMs under construction at Boston BoatWorks and a walk-through of the 40z highlighting the quality of joinerwork and it's unique cruising layout. Bob Johnstone's 40z ZING was used for the shoot in Newport RI. The boat is now in Naples FL for the forthcoming winter boatshows. Look under NEWS on the website for COMING EVENTS. www.boattest.com/boats/boat_video.aspx?id=2642

April Passagemaker Magazine Features MJM 36z

2011-03-21T14:03:00.000-04:00

Chris Caswell, Contributing Editor for PassageMaker magazine, captures the essence of the 36z in this excellent 8 page feature article entitled “Labor of Love”.

Chris joined Mary and Bob Johnstone for a boat ride on Valentine’s Day in Palm Beach as they were enroute to put the boat in the Miami Boatshow after 3 weeks of cruising from Naples, Sanibel, Boca Grande and across the Okeechobee waterway to the East Coast.

Please download the full Passagemaker article here.

36z at Sunrise

2010-12-21T16:13:00.000-05:00

Billy Black gets the most incredible shots. Here's one showing the single level deck of the 36z, taken with Bob Johnstone (hiding in the head at this moment) in early morning during the Ft. Lauderdale Boatshow. It's a timed shot with the camera on a tripod, sitting on the afterdeck. That's why the background is blurred. The boat is moving with a light breeze from starboard to port. This is hull #1 with the island berth arrangement, which can be seen in the forepeak.

Red 36z Headed for Chicago Boat Show

2010-12-21T15:58:00.002-05:00

Red...perfect for the Holidays! 36z #4 was launched in Boston Harbor today for sea trials. She's headed for the Chicago Boat Show at McCormick Place (Jan 13-16) then Naples FL prior to being in the Miami Boat Show, Sea Isle Marina (Feb 17-21) and Palm Beach Show (Mar 24-27). You could wrap this beauty up as a gift to the family with delivery April 17 in Charleston SC.

2010-10-03T14:25:00.000-04:00

THE ICW...WHY?

Bob & Dee Moore, discover the joys of shared adventure on their trip from Ft. Myers to the Chesapeake on their appropriately named 34z #48 CARPE DIEM (Seize the day!).

That's what MJM's are designed to do.

As Dee and I began discussing with friends the possibility of traveling the IntraCoastal Waterway from Fort Myers to the Chesapeake aboard Carpe Diem, our MJM 34z, a very consistent pattern emerged. From those who had made the trip, many said, with a wistful look in their eyes, “I’m envious.” From those who had not made the trip, we received numerous offers to join us as crewmembers. So it was with heightened anticipation and curiosity that we began our journey, not just to experience the ICW, but to understand WHY? What is it about this journey that evokes such strong emotions in people? And why would we undertake this voyage, lasting 18 days and consuming 640 gallons of diesel fuel, when Southwest Airlines would gladly transport us to the same destination in 2 ½ hours at the cost equivalent of 70 gallons of fuel?

One of the first things you notice is that the importance of current events in the news begins to fade away. Hours upon hours of cruising with your best friend, seeing water and sky and wildlife, have a way of moving your thoughts away from the mundane world you were leaving. Whether it was a conscious effort or not, it feels therapeutic to let go of the stories about Wall Street greed, power-drunken egos in Washington, or the latest escapades of Tiger.

After just a couple of days, Dee went from being the most navigationally challenged person I have ever met, to a “Master” of charts. Her skills proved invaluable, helping to keep Carpe Diem off the sandbars that menacingly await just out of sight. Docking with heavy currents and wind, not part of Bob’s training at the Gulf Harbour Marina, became more routine. Along with multiple shared adventures, such as learning how to navigate locks and our first waves crashing on the windshield, we gained increasing confidence that maybe 67 years olds were really not crazy to embark on this adventure after all.

As you travel north, history lessons, the details of which had dimmed through the years,
suddenly come back to life. Explorers such as Ponce de Leon at St. Augustine and the more contemporary ones at Cape Kennedy, the first battle of the Civil War at
Charleston, the architecture at Beaufort, the settlers around the Chesapeake Bay - all assumed their rightful place as part of the great American fabric.

People come and go in the normal course of everyone’s life, some proving to be more memorable than others. We feel so fortunate to have enjoyed so many interactions with the widest imaginable cross-section of wonderful people - people who help make America such a special and divergent land. We witnessed first hand the human struggles of so many - hurricane scarred marina owners Mary Lou in Clewiston ( 3 million dollars in damage) and Preston at the Narrows Marina at Gwynn Island (it wasn’t just the crumbling docks that told his story, but the heavy lines on his weathered face and hands so dirty he refused to shake my hand); Julie, front desk manager at the Beaufort Inn in South Carolina, whose dream of an inn of her own was shattered by the real estate collapse; Buddy, who said he could not read, but whose mechanical skills saved us in Harbourtown ; Germaine, our driver in Harbourtown, who most certainly “Done did!” moonshine; Yvonne, the driver in Michaels, Virginia, so steadfastly proud of her children she was trying to rear to a better life; Lindsey, our waitress at The White Dog Inn with the great sense of humor, who viewed her move to Michaels as a step up; Bill, our homeless driver in Clewiston, whose missionary work in South America prepared him to give us a little lecture on the value of “community” and “love”; Jason, our waiter in Titusville, not afraid to express the fact that he was thankful to have a job, who gave us one of the best laughs of the trip by saying, “He had never eaten in the restaurant where he worked.” However, in every single case, they all held their heads high with a confidence that, through hard work, things would get better. Their spirit was infectious, their belief in the American dream overwhelming.

After a couple of weeks on the water, a certain serenity settles in, almost a dreamlike state of well being. A routine has been established, a sense of self assurance grows. Then, as we cleared the harbor at Norfolk, suddenly we were faced with the broad expanse of the Chesapeake, fog shrouded and rough, with markers much further apart than we had experienced up to this point. The GPS gave me confidence, but Dee, momentarily lost on her charts, was shaken. She needed a stern reminder that everything was OK. I had not realized how the charts had become her security blanket, as the GPS had become mine. A question kept popping up in my head - “What were they thinking, those unbelievably brave explorers nearly 500 years ago? Embarking for the ‘New World,’ without a GPS to guide them!” We gained a new appreciation for the enormity of their adventure and
for all who test life’s boundaries.

Soon came other jolts back to reality. As we skirted a military secure zone in the Chesapeake, a helicopter kept a close eye on us. Later, near Patuxent Naval Base, fighter jets screamed overhead on training missions. We still enjoyed the water and sky and wildlife, but with a stark reminder that we were easing back into the real world.

From the fine cuisine of Charleston and Harbourtown to the comfort food in Titusville, from the professional service of some marinas to the bare bones approach at others, from the solitude along hidden stretches of the waterway to the U. S. Navy’s awe-inspiring presence at Norfolk, from the magnificent yachts of the ultra wealthy to the struggles of everyday citizens, it was a mind expanding experience without peer - so many contrasting views of our world, so much time to reflect on how very fortunate we are.

All of our life’s experiences are reduced to memories, which become a diary we carry with us. We seized the day, our diary now overloaded.

And at the end of the day, we now know WHY?

Dee and Bob
Carpe Diem
May, 2010

"Marvelous Works of Art"

2010-06-12T18:22:00.008-04:00

The July issue of SOUNDINGS has a 4-page feature article that's a must read! It's a very well researched piece on Boston BoatWorks and MJM, titled "The art of high-tech powerboats". Author Eric Sorensen is a highly respected authority on the subject. He started the J.D. Power & Associates boating reviews and wrote, Sorensen's Guide to Powerboats: How to Evaluate Design, Construction and Performance. His conclusion? "It's the strongest construction for the weight I've yet seen. These are marvelous works of art, the real deal in terms of construction methods and materials." To read article at Soundings On-Line.

Island Berth Layout Offered on NEW MJM 36z

2010-05-10T11:05:00.001-04:00

Boston, May 10 - MJM announces a new feature for the 36z. A large Island Berth similar to that on the 40z - in lieu of the wrap-around lounge that converts with filler to a large V-Berth. The 78" long x 60" wide island berth includes built-in bookcases and shelves. The latter also double as hand hold assists when getting up out of the berth. This innovation results from 34z owner input. This owner said, "When cruising, they always leave the V-berth made up and never used the table belowdecks...so why not have the option of a really large island berth as on the 40z?" Here it is! A side by side comparison of the two layouts is best seen in the 36z Brochure, available as a PDF download on the mjmyachts.com website.

Madmariner.Com Features 40z

2010-04-30T10:54:00.000-04:00

John Page Williams, Senior Naturalist at the Chesapeake Bay Foundation, takes the 40z for a ride on the Bay and likes what he found, writing a very comprehensive report on the boat. Madmariner.com is the daily boating magazine on the web.

40z Cover Story In April Passagemaker Magazine

2010-03-22T10:28:00.002-04:00

The April 2010 Downeast Special issue of Passagemaker magazine features the 40z on the cover and in an 8 page article. The 40z has caught the attention of trawler owners interested in more speed, exceptional fuel economy, versatility of use, lower maintenance and ease of handling... all without sacrificing cruising comfort. This issue of the magazine addresses that growing trend.

Link to PassageMaker article (6 MB PDF file)

Alex Watches His 40z CYDONIA Being Built

2010-03-03T11:38:00.004-05:00

Alex Falk of Marblehead has been enjoying the process of witnessing his 40z #12 CYDONIA being built about 30 minutes away in East Boston at Boston BoatWorks.

Click on the link below to follow progress with him, to pick up some pointers on iPhone Apps and see some good America’s Cup pics. http://www.nauticalgadgets.com/

MJM Yachts Announces NEW 36z

2010-02-17T16:28:00.003-05:00

Boston, Feb 17 --Following up on the successful launch of the 40z in 2009 (Next available hull is #15), MJM announces introduction of the Doug Zurn designed 36z which makes many desirable features of the 40z available to owners who don't plan extended living aboard. Among these are twin Volvo D3, 5 cylinder, 170 hp or 220 hp diesel engines...these are the same very efficient and quiet new generation engines being used in the luxury Volvo VC70 station wagon in Europe. At idle speeds they can be operated with the Volvo-Penta Joystick control (a la IPS). Also featured are the new OceanX titanium and ceramic coated sterndrives with counter-rotating props which allow the 36z to be moored in 17" of water with drives raised. A single level cockpit/pilothouse makes for gracious entertaining especially with the easy access side-opening cockpit doors that are on the same level as floating docks and dinghys. Orders are being taken now by MJM Dealers with the first boat being available for the Newport International Boatshow in September. Both Downeast and Express models are offered.

March YACHTING Magazine Features MJM 40z

2010-02-17T16:15:00.000-05:00

"Thoughtful design, finely executed, gives the MJM 40z a unique character," commented Dennis Caprio in his 3 page feature in the latest, March 2010, issue. Just how quiet running the 40z is with its IPS drives can be seen in the dB(A) readings recorded which didn't didn't get out of the 70's until the boat was well over 30 knots. The designer, Doug Zurn and I enjoyed the opportunity to demonstrate for Dennis the functionality of the boat and why there's no other boat like it on the market.

19 Owners Attend Annual MJM Rendezvous

2010-02-17T16:09:00.002-05:00

The 3rd Annual MJM Owner's Luncheon Rendezvous took place at the Naples (FL) Yacht Club on January 29th with a record 19 owners and their spouses along with 14 boats in attendance. During lunch, Boston BoatWorks Service Manager, Erik Rochelle, entertained the group with a magic show...always a handy skill to have in his role. After lunch, the MJM Parade of Yachts traversed the length of Naples harbor and bid adieu to those departing to Marco and Sanibel Islands out Gordon Pass.

40z Stacked

2009-12-08T22:24:00.002-05:00

The 40z GRACE was the hit of the St. Petersburg Boatshow (Dec 3-7). Bob J drove her back to Naples on Monday, a trip of about 120 miles in just over 4 hours averaging 31.5 knots, adding 90 gallons of diesel to fill the tanks upon arrival, for a fuel efficiency of about 1.3 nmpg. Seas were fairly calm, first in rain then out into the sun near Boca Grande. The most amazing part of the weekend was to see the huge forklift (check the size of the driver) high-stack the 40z like an center console at the new Hamilton Harbor Yacht Club facility near the Gordon Pass in Naples. This is an impressive hurricane proof facility with a great staff and excellent restaurant. There are now 4 MJMs stored there, 2-34z's and 2-40z's.

An Okeechobee Tale

2009-11-05T17:58:00.000-05:00

As we contemplated our route from the Ft. Lauderdale Boat Show to Naples on the West Coast, Bob asked, “Which way would you like to go? South around the tip of Florida through the Ship Channel or North through the Okeechobee Waterway?” Memories came back of sailing around the southern tip of Florida 25 years ago in the St. Pete to Lauderdale ocean race. The stars were still out and the sky was just beginning to lighten as we pulled in the dock lines on the MJM 40z “GRACE”. “Let’s go north.” I’d never been through the rivers and canals of central Florida and I was intrigued by the thought of trying out the joystick system in the locks.

Minutes later we were leaving behind the hulking shapes of the mega-yachts at the Ft. Lauderdale International Boat Show. To the west the full moon was waning as the first rays of the morning sun broke through the clouds over the Gulf Stream. We swung out of the inlet and headed north and slid the throttles forward to 85% and leveled off at a 34-knot cruising speed. As the sun heated the morning air and turned the spray in our wake to gold, we kept the windshields open to the balmy breeze coming off the beach. We set the autopilot to 0 degrees as GRACE slid easily over a slow northeast swell. I stood watch at the helm while Bob made our traditional hot oatmeal and coffee breakfast, and the miles slipped away beneath us.

By mid morning we were turning into St.Lucie Inlet where we passed fishermen still coming out to chase the big game fish we had seen swirling the water offshore. Bob took the helm and watched the chart plotter while I sat in the port Stidd seat and picked the channel markers off from the chart kit in front of me. As we crossed the Inter Coastal Waterway, we had to pay careful attention to the many branching channels and the day beacons that marked them. We slowed to no-wake speed and passed easily under the 14’ Old Roosevelt Bascule Bridge. As the river narrowed, we met a small barge and crane and a few more boats coming down the St. Lucie River.

At Mile 15 we entered the basin below the St. Lucie Lock around 10 am. On the Okeechobee Waterway the lock tenders monitor channel 13 and the bridge tenders are on channel 09. The St.Lucie lock informed us that they had divers working on the lock and that it would be two hours before we could transit. Moving to the side of the basin, we dropped anchor in 10 feet of water, set up our laptop and cell phone offices in the shade of the hardtop, and watched as other cruising boats joined us.

Just before noon we saw signs of activity around the lock and started our engines and hoisted anchor. This was a perfect opportunity to try out our joystick’s Skyhook feature. We maneuvered easily into position in front of the lock gates and pushed the Skyhook button on the shift control head, automatically locking us into our GPS position and compass heading. As we walked around the boat setting fenders, the computer kept us within a couple of feet of our position and maintained our heading within a degree. Our fellow cruisers, however were constantly shifting and steering to avoid each other and to hold against the wind and current as the lock opened.

As the lock control light turned from red to green, we entered and with the joystick earning its keep, sidled gently against the metal walls of the lock, picking up the bow and stern lines that were hanging from the top of the lock walls. The third boat behind us was a high sided trawler yacht that got caught sideways in the cross wind and as their stern swing to starboard, the anchor and bow roller met the port lock wall with a crunch of bending metal. I silently thanked our joystick again.

When the gates closed behind us the ones ahead were opened a few inches and a narrow but 12 foot high waterfall spilled from the river above into our lock. I held the bow line snuggly around our forward mooring cleat and gradually pulled the line in as the water rose. Eventually we could see the shining stretch of river ahead and the green trees lining its banks. With the upper gates fully open, we used the joystick to sidle over to the middle of the lock and powered out into the upper river. Sliding along at 25 knots it felt more like English countryside on an August day as the green fields and trees sloped down to the river banks under puffy while clouds and a pale blue sky.

We had just settled into our river run when we arrived at Mile 39 and the Port Mayaca Locks. Since Lake Okeechobee wasn’t very high, the locks were open and we slipped out onto the seeming endless silvery expanse of the lake. Opening up the engines to cruising speed we were again at 34 knots with the windshields open and summery air blowing our hair back. As Bob said later, “This is like being on vacation!”

As we approached the southwest shore of the lake, small grassy islands appeared beyond the channel markers. We passed a cruising sailboat slowly powering west and then reached the earthen dikes that mark the edge of “Route 1”, the canal that follows the rim of the lake around to the Moore Haven lock at Mile 78, marking the beginning of the descent into the Caloosahatchee River on its way to the Gulf of Mexico. Now that were experienced hands at transiting a lock, we hardly said a word as we picked up our lines and waited for the water to drop and the gates to open. We shared the lock with a 42’ sailboat with its too-tall mast lashed to giant saw horses on deck.

Just beyond the lock we met an unforeseen obstacle. The Moore Haven railroad bridge is rarely closed, but this day we had an hour wait while a tiny three car train pulled by a switcher engine made a lot whistling and banging noises behind the houses of Moore Haven. The bridge operator seemed to have forgotten his VHF radio and his office was in the cab of his white pickup truck parked by the tracks where he communicated with us by shouting. Finally, the train crossed the bridge very slowly and departed with a mournful wail of its horn. We answered with a powerful double-toot from the 40z’s Kahlenburgs

The next stretch down to the Ortona Lock was relatively wild with long stretches of wooded shores, swamps with fields beyond. As the afternoon advanced, towering cumulus clouds built overhead leaving long golden rays of sun streaking through to reflect off the river ahead. Eventually we transited the Franklin Lock and were in the tidal reaches of the Caloosahatchee River. As dusk deepened, lights came on along the river shore. Just in time, as we approached the outskirts of Fort Myers, we came to the first lighted channel markers that would guide us down through the maze of sandbars between us and the Gulf of Mexico.

The channel is narrow and in addition to the lighted marks, there are numerous unlit day beacons on black pilings that had to be respected. Bob and I quickly settled into a routine. We dimmed the chart-plotter to night-time illumination, set the searchlight on a sweep pattern ahead of us, and Bob drove while I piloted from a paper chart set up on the portside nav station. Using a small chart light, I picked off each day marker, found its reflective number in the searchlight beam and checked it with the binoculars. Bob tracked our progress on the chartplotter and watched the depth sounder. Looking ahead it was easy to become dazzled by the blaze of lights from downtown Fort Myers with its brightly lit buildings and automobiles in addition to the navigation lights of all the channel markers, bridges and boats. It took unbroken concentration to keep us on track, but we never strayed once from the channel.

After turning west across Redfish Cove in Cape Coral, we set a course to pass close by Glover Bight on the north shore and headed in to Rumrunner’s waterfront restaurant where we had reservations for dinner. The chart-plotter and searchlight earned their keep as we followed the twisting channel through a half dozen right angle turns to round the last corner in total darkness and found a warm glow of lights radiating from the patio at Rumrunner’s with open dock space right out front, just a few steps from our reserved table. We tied up for the night and went to enjoy a delicious meal. Having left the cabin and bridge deck lights on, we noticed a small crowd of admiring onlookers stopping to look at “GRACE” while we dined.

In the morning we were greeted by Cape Coral’s genial developer (who owned a J/24) on board his classic mahogany launch “Rumrunner.” We congratulated each other on the excellent design and construction of this fine pair of yachts, and after fueling up at their dock, we were on our way again.

Heading south, we passed the low sandy islands at the entrance to the bay and out under the Sanibel Causeway into the open Gulf of Mexico. A brisk 20 knot southeasterly wind met us and we opened the throttles to our 34 knot cruising speed once again, as we flew over the waves south towards Gordon Pass, the entrance to Naples. Hugging the beach we admired the shining sand and dark green palms tossing in the wind, the clear blue water, the wheeling flights of seabirds, and the few lazy puffy clouds that glowed in the morning sun. It seemed a shame to stop. We could have gone on forever, but we had friends to see in Naples and although it didn’t seem possible, a plane to catch back to Boston that night.

Eventually we cut back and wheeled into the inlet. Recognizing a familiar 34z on her lift in Port Royal, we stopped to share a few tales of the sea with some wonderful friends, before idling over to the Hamilton Harbor Yacht Club. This facility is on the leading edge of a new way to enjoy your boat. With indoor rack storage for boats up to 50 feet long in a building designed to withstand 150 mph winds, your boat can be launched in minutes by a 55,00 lb capacity forklift and waiting for you when you arrive. It was astonishing to see “GRACE” lifted so easily from the water and whisked away into the boat house. After a delightful luncheon in the dining room we encountered another MJM owner who had happened by, who offered us a ride to the Fort Myers airport. All the way there we conjured up dreams of our next great adventures, where we could go, what we might see, and who we could share it with. I’m dreaming about the Abacos, and I hear there are even better islands just a little further out…

Mark Lindsay

Whale of a Trip

2009-09-20T23:18:00.002-04:00

This was quite a solo offshore trip by Bob Johnstone. 235 miles from Northeast Harbor ME through the Cape Cod Canal to Newport RI in 10 hours. Some interesting observations are made regarding the 40z's features and behaviour at 25 knot speeds in 4-6 foot seas and an incredible encounter with a large whale on the Stellwagen Bank.

A WHALE OF A TRIP!

MJM Yachts owner, Bob Johnstone, describes his solo 235 mile, 10 hour offshore passage from Northeast Harbor ME to Newport RI aboard the 40z (hull #6) GRACE on September 9, 2009

Little did I know when waving good-bye to Mary at 0620 hrs on Wednesday morning that I would have a very close encounter with a large whale. It was September 9, Mary stood on Clifton Dock and reminded me to wear a life jacket on deck. I was departing Northeast Harbor ME on the 40z GRACE, headed for Newport RI, 235 miles away. It was a spectacular morning, clear and cool with no clouds, sun rising and full moon setting with a light easterly breeze.

I was refreshed and energized by the moment, but under no illusions. This was not going to be a perfect power boating day where one could make port by noon cruising at 31 knots on calm seas... arriving before the afternoon sea breeze kicked in. First of all, Newport was too far away. Secondly, the forecast was for anything but calm seas... a building northeasterly of 15-22 knots with 3-5 foot seas. True enough except the tide was flooding east in the Gulf of Maine, which would add at least a foot to the wave height estimate. Could be a sleighride. Let’s see how a 40z handles these offshore conditions for most of a day without wearing out its sole occupant. It would have been a joy to share this trip with my 17 year old grandson, Nick. But, a flu bug interrupted this plan and he made the trip home to Newport by car.

First order of the day was the course to steer. Zoom out the cursor on the plotter and center it over the Cape Cod Canal. Says 230 degrees passing Provincetown close aboard. Other than a few lobster pots and rock shoals, the autopilot could take over at Clifton Dock... pretty much a straight shot out of Northeast Harbor, through the Western Way, out between Swans and Long Islands. It was a bit early to drop in for the world’s best lobster rolls at Lunt’s in Frenchboro... half the town is out here with me hauling up the ingredients.

Clearing the Western Way, the wind was a moderate 12 knots from the NE, waves were 2-3 feet, boatspeed was 30.5 knots at 3450 rpm with trim tabs deployed down against a short chop in a flood tide and an easterly roll. The twin Cummins 350 engines are high rpm engines, so this was an acceptable 90% of max. Hull #6 GRACE has the AXIUS system with Merc Bravo III sterndrives and duoprops. Passed two sailboats departing Burnt Coat and Frenchboro on a similar course. Guess they were planning an overnight. It would take them about a full day longer to the canal. Lobster pots were everywhere.

By 0720 hours conditions had changed. Waves had built to 4-6 feet and were quite steep due to a building flood current. I throttled back to 27 knots. Fuel rate was showing 24.2 gph. At the higher speed of 30 knots, half the boat would become airborne occasionally, launching off a cliff of a wave. With ½ trim tabs to keep the bow up a bit, she would still push into the back of a wave about every 3 minutes, creating a cloud of spray that would splash the windshield. Windshield washer and wipers worked flawlessly. Wipers were off 80% of the time. The stemhead and anchor roller never went under a wave once on the entire trip. Doug Zurn nailed that bow shape perfectly with just the right amount of reserve buoyancy, as he did on the 29z and 34z. The boat was running steady and true in these conditions under autopilot, no yaw or bowsteer tendencies at all. The last pots seen were in 160 feet of water, so I could be less attentive to the helm and take a moment to look around. The fathometer was now showing 324 feet. No boats in sight. No cell phone signal. The Camden Hills were low on the horizon abeam. We, GRACE and I, were definitely alone asea (as Will Shortz would use in the NYT Crossword) together. At 0729 passed a rather desolate Seal Island with Matinicus in sight. No worries though. We had Kevlar topsides and I don’t think any of the trigger-happy lobstermen there could’ve caught GRACE, even if she had chewed up a couple of pots.
0745 hrs doing 25-26 knots at 3100 rpm, fuel rate at 20.9 gph, wind pushing 20 knots.

The highest peak north of Brazil on the east coast of the Americas, Cadillac Mountain (1530 ft) on Mt. Desert Island disappears below the horizon about 50 miles astern*. Hard to believe that any of the ancients who’d even been just 20 miles offshore (a 300 foot tall object goes below the horizon at 20 miles) could think the world was flat. *The formula according to Ocean Voyager is 1.17*square root of the combined height of viewer and object (1540') or 46 miles.

0845 hrs - Small water birds darting over the surface keeping me company. Portland Buoy reports NE 17-23 knot winds and 4’ seas. In these conditions, I wonder how any boat with a cruising speed (in normal conditions) of less than 25 knots could possibly have the power to average more than 14 knots in a following sea. Waves seem to go about 15 knots. To cruise faster than 14 knots and escape the inevitable trawler-like wallowing and yawing as large seas overtake the boat, the boat must be able to cruise at 25 knots. I say that because every now and then even GRACE, running at an average 25-knots, is slowed climbing over the top of a particularly steep wave. I watch the GPS (over the ground speed) drop momentarily to 16-17 knots. She’s gaining on the wave but it becomes more of a struggle as the reverse-flowing water molecules on the back of the wave slow the boat. Once over the top she’s surfing down at 27 knots, then usually has no issue with the next 10 waves or so, until reaching another doozy. Interesting.

0953 hrs - Cape Elizabeth (Portland ME) on the beam. Current is running about 1.5 knots on the nose. After hitting the “up” button on the windlass too many times to keep the chain tight, I decided to double-check the safety tether on the chain and secure it tighter, rather than depending on the windlass system to do so. Definitely don’t want to have the anchor deploy when doing 25+ knots! Not relishing the idea of going on deck, I discovered a wonderfully easy and safe method of “virtually” going on a 40z foredeck... this method could also work to check the anchor in the middle of the night when moored. In fact one could do it without getting out of bed. No need to literally go on deck, having to don life jacket and brace oneself in rough seas. With the autopilot on at idle speed to hold the stern into the waves and make things reasonably quiet, I crawled onto the island berth in the forward cabin and opened the deck hatch which is about 33” over the berth. It was like creating a forward cockpit just behind the windlass. I was able to stand on the berth with my upper body above deck. It’s a good thing I checked. The nylon tether was untethered! I lashed the anchor chain to a bow cleat, closed the hatch, walked aft to the helm and resumed cruising speed.

1018 hrs - I pass a trawler severely plunging up and down in the waves, traveling in the opposite direction with sheets of spray flying over it. Where do people get the idea that trawlers are good at sea? Must have been like riding bucking bronco. Kennebunkport and the Bush compound were abeam according to the chart. Don’t think 41 and 43 will be bombing around in their Cigarette today. Couldn’t see land that was about 28 miles away.

1140 hrs Coast Guard VHF repeatedly reports a 20-foot sailboat out of gas and in distress. Wait a minute! A sailboat out of gas is an emergency in a nice sailing breeze? What’s the world coming to?

1148 hrs. Lat 42:06 Lon 70:06 For the fun of driving, I announced to the autopilot that it was my turn to drive for a while. Fortunately, the timing was good. Several minutes later, the crest of the 2nd wave ahead developed a funny-looking shape... it was spuming straight up and flaring out in a mist rather than curling with the wave. WHALE!! my brain registered. Hard right rudder for avoidance, then just about where the spume was, hard left rudder to heel the boat to port, swing the props out and throttle back to minimize injury to the whale and brace myself for the collision. Thank God, we missed! In the middle of the bank to port, I had what must have been a harpooners view, looking down onto the back of the whale extending out to port for seemingly 40-50 feet. It was a big one. All 3 of us, GRACE, me and the whale could have been seriously hurt. And, I could only thank the 40z’s fantastic response to the helm that enabled such instantaneous avoidance. That would not have been possible on a typical deep-V hull. The directional stability in a following sea, caused by too much “V” and small rudders, results in a delayed response to any movement of the wheel. This was a 1-2 second life or death affair. 4-5 seconds would not have worked. WHEW! That was scary. But, what a thrill to be that close to one of these magnificent creatures. Kept the boat in idle forward, put on the autopilot, grabbed the camera and got a photo of the whale astern. Saw another, tale in the air.

1200 hrs. noon Pass another trawler heading NE. Cape Ann abeam and in sight.

1304 hrs. Encounter a large USCG cutter which seemed to be patrolling the Boston ship channel just prior to passing Provincetown. They let me pass without incident. I did slow down a bit. Natural response I suppose when you know the radar has you in its sights.

1415 hrs. Enter the Cape Cod Canal. Have the 2nd half of my egg salad sandwich. Back to civilization. Time to relax. Talked to Mary on the cellphone and tell her of safe arrival thus far. Having left NE Harbor at 0800 by car, she was at the Kennebunkport Service Station on Rte 95.

1430 hrs. Wait a minute! That looks like another MJM approaching in the canal going east. It is. Turns out to be CORSAIR, 29z #1 with good friend Henry & Callie Brauer aboard. The Brauers and CORSAIR spend the summer with us in Northeast Harbor He also sails a J/100 and J/105 and was returning from a short vacation with family in the islands, picnicking on the beach in Tarpaulin Cove in the Elizabeth Islands, etc. and now headed back home to Marblehead. We circle around in the canal talking a bit, enjoying the encounter. I tell him its a bit nasty in Cape Cod Bay. Later I learn they ran at about 18 knots into it before opening up to 22-25 knots when turning the corner more to the North, making it to Marblehead in a respectable 2 hours. Two thoughts. Of the 10 or so boats seen that day, two were MJMs. Not a bad share of the active boating market. And, good things seem to happen on an MJM, making the world smaller for one. What are the chances of meeting one of your best friends boating on a Wednesday in September, starting 250 miles apart? It’s doubtful we could have actually planned it so successfully.

1445 hrs. Buzzards Bay is just mildly choppy. The current and a good 15-20 knot NE wind going in the same direction. With tabs down, the 40z sustains 25 knot+ cruising speed out past Cuttyhunk into Rhode Island Sound.

1540 hrs. See beautiful large sailboat flying an all-blue asymmetric spinnaker off the Sakonnet River. Turns out to be the J/65 BRAND NEW DAY with owner Jim Madden and friends aboard cruising along at about 12 knots. Circle the boat, give them a couple of toots on the horn then get some good photos. Another example of good things happening?

1620 hrs. After exactly 10 hours, we arrive at the New York YC Harbour Court to pick up GRACE’s mooring. 235 miles, including slowing down to 12-15 knots for 40 minutes traversing the 9 miles of the Cape Cod Canal. Total fuel consumed was just under 200 gallons for an average of 1.2 NMPG.

Greeted with good news on the cell phone. (Good things happening in “3’s”?) Mary changed her plans. Rather than staying in Boston that night, she joins me for a drink to watch the sun go down from the Adirondack chairs on the hill in front of the NYYC, followed by dinner. The perfect end of an extraordinary trip. In fact “a whale of a trip”..

RLJ 10-03-09

Motorboating Features 40z

2009-09-15T23:21:00.005-04:00

The September 2009 issue has an excellent article by Jeanne Craig entitled "Classic Twist" written after an interview with Bob and Mary J. and sea trial on hull #1 Grateful in Stuart FL in February.

The comment about an owners golf and garden club activities is not quite right. That happened after getting an MJM, not before.

Read the article HERE.

34z in Soundings

2009-08-15T23:23:00.000-04:00

This article in the September 2009 issue of Soundings under "Used Boats" is a great story describing the owners joy in discovering a used 34z and how the resale value for these boats is being sustained. MJM resale value has been holding up better than any other brand during 2009 because the boats are truly unique in being fuel-efficient and eco-friendly.

Click on www.soundingsonline.com/boat-shop/used-boat-review/239832-mjm-34z

1025 miles on ICW from Palm Beach to the Chesapeake Averaging 19.7 mph

2009-03-01T23:14:00.006-05:00

It’s hard to imagine a better boat than the MJM 40z for the 1025-mile ICW passage from Palm Beach to mile marker “0” in Portsmouth VA on Chesapeake Bay. 40z has the speed to get from one great destination port to the next without feeling confined to the boat all day long and losing walking/exploring time ashore. There’s enough speed to by-pass the day’s intended destination, and keep going on the ICW, putting money in the bank, in order to avoid strong forecasted headwinds the following day in open sounds or wide rivers. When signs say “Resume Normal Safe Operation”, that means 30 knots on a 40z. At 30 knots, you are never bored and would hate to miss any of the interesting sights along the way. When hearing about the 30 knot cruising speed, upon stepping aboard for the first time in Savannah, Mary dismissed the concept as unlikely. 20-22 knots was her happy speed threshold on the 34z. On the 40z, her comfort zone has changed. She’s now driving the boat at 30 knots with a smile, while carrying on a conversation

A case in point occurred in Hilton Head. A Fleming 55 departed Harbour Towne at 8 AM to go 70 miles to Bohicket Marina on Seabrook Island, arriving by 3 PM. After a relaxed morning reading the New York Times, 40z GRATEFUL departed at 10:30 AM. We passed the Fleming at noon after 40 statute miles. They were averaging 8.7 knots. The 40z was averaging 23 knots, nearly 3x the speed. It took us 4.5 hours to go 90 sm, and took the Fleming 7 hours to go 70 sm. We were leaving a nice marina in Hilton Head. The City Marina in Charleston is the best. There’s not much in between other than downtown Beaufort, which comes up too soon to be a passage-making destination.

There are some slow spots. We averaged 11-12 mph between Palm Beach and Stuart. There were only two other areas where average passage time was that slow: Between Myrtle Beach SC and Wrightsville NC and for 4 bridges in the last 20 miles to Portsmouth VA. A couple of other “no wake” zones didn’t reduce our average much. They were south of Daytona near New Smyrna Beach and near Isle of Hope (Savannah GA). The rest of the waterway is mostly wild and wide open. Probably the best example was with Mark Lindsay and Scott Smith aboard, running the 185 miles from St. Augustine FL to Isle of Hope in 6.5 hours, averaging 28.5 mph (25 knots).

Traveling at such speeds, it was fortunate that our ICW passage making was mostly during weekdays as I’m sure boat traffic alone would have pulled down 40z averages on weekends. We learned an effective technique for reducing wake. Speed is sustained to within a boat length of an overtaken vessel or about 5 boat lengths of an approaching vessel, the crew is warned and the throttles are pulled back into “idle”. The boat seems to stop and is then overtaken by its wake (to dip its bow in a curtsy). Once the stern wave goes under the boat, throttle is applied to pass the other boat. This leaves a keyhole shaped wake astern with virtually no wake thrown out to either side from the point of slowing to regaining about 7.5 knots speed.

We generally prefer running inside. It’s more relaxing as well as being entertaining for the sights and the other boats you meet. And, with 40z speed, most of the time we believed we could average better inside in smooth water, even with some “No Wake” zones to honor, than would have been possible outside in any sea, where we might be dropping running speeds to below 25 knots for comfort.

In terms of engine size, GRATEFUL is powered by twin Volvo Penta IPS 500 370 HP D6’s. I debated going with the 300 HP D4’s. After all, who cruises at more than 25 knots? Well, after this trip I must confess, “It’s me”. The 40z is so smooth and quiet (75 dBA) at 30 knots, there’s no strain. And, to carve into turns through the narrow marsh creeks is a joy to be experienced.

The 40z consumed 572 gallons of diesel for the 810 miles between Daytona FL (mm 830) and Great Bridge VA (mm 20) or 1.42 statute mpg or 1.23 nmpg. That would project to just over two tank fills, 721 gallons for 1025 miles, or $1442. Diesel ranged from $1.89 to $2.29 per gallon. The nmpg fuel rate of about 1.25 nmpg did not vary much whether going 20 knots or 30 knots. The price at Halifax Cove Marina (Daytona) was $2.00 and Great Bridge Marina VA was $1.89.

A major advantage of the 40z is a low 12.5 foot height over water including the optional KVH radar dome and fixed steaming light (VHF antenna lowered). The overall ICW travel time for the 1025 miles was 52 hours 10 minutes including bridge-waiting time of 1 hour 40 minutes? 30 minutes at the pontoon bridge south of Wrightsville, and 1 hour 10 minutes for three bridges within 20 miles of Portsmouth. Most of the time we are passing long lines of trawlers, sportfish, motor yachts and of course sailboats that must wait for as long as 29 to 59 minutes. Between Miami and Portsmouth VA, there are 28 bridges with less than 20 feet clearance. On an earlier trip in February on the way to the Miami Boatshow, one Sabre 42 owner was bemoaning the fact that it took him 5 hours to get from Ft. Lauderdale to Palm Beach. The next day, GRATEFUL did the same trip in 3 hours. The 40z waited for 2 bridges, the Sabre 42 had to deal with 9.

“Flying Bridges” must have been an invention for slow boats in warm climes. When the whether is cool or windy, as it was in the first two weeks of April. Practically no one was up in their flying bridges, not even going 8 knots. Imagine if they’d been truly flying at 30 knots!

As much fun as traveling the ICW is, there maybe times when an annual round trip is impractical to fit into one’s schedule. This is where the 40z, 34z and 29z are exceptional among boats fit for cruising. They are all designed purposely to make the round trip by land, as all have 12 foot beams or less and are under 13.5 feet height on a trailer, so they can be shipped at normal trucking rates. Trucking cost of GRATEFUL from Boston to Naples was $5200. I asked the trucker what the rate would have been for a “flybridge boat” with a beam greater than 12 feet. He said the rate for chase car, lead car, plus alternative routing due to the height over 13.5 feet would be between $18,000 and $27,000... one way.

Of course, an ICW passage is not that long a trip for an MJM and its a great opportunity to be with friends. We enjoyed mini-rendezvous with MJM owners at both Eau Galliee and Wrightsville Yacht Clubs. Going south, it’s possible to cover the 207 miles from Portsmouth VA to Beaufort NC, South of Hatteras, in less than 12 hours. That assumes that one is not going straight into 25-knot southerly winds with ebb tides in the large Sounds. So some advanced weather planning is advised to keep the wind at your back, ride northerlies south and southerlies north. Ideally going south, leave Portsmouth on a Thursday morning.

The next day could target Wrightsville or Bald Head Island. Although in the right conditions on Friday one could make it from Beaufort to either Georgetown or Charleston SC with an early start. It took us 15.5 hours to Charleston. It would be 12 hours to Georgetown, leaving a leisurely cruise to Charleston Saturday morning. Spend Saturday afternoon and Sunday in the Charleston City Marina. Lots of great restaurants.

On Monday, there are some nice destinations: Harbour Towne on Hilton Head, Isle of Hope Marina near Savannah, and Golden Isles Marina on St. Simons Island. The latter would be 210 miles of fairly unrestricted traveling, so 8-9 hours.

Halifax Harbor Marina in Daytona is a good protected overnight spot with a West Marine Store, cheap diesel and a Chart House restaurant on premises. That’s 155 miles from St. Simon’s island, or 7-8 hours time. An interim stop might be Camachee Cove Marina in St. Augustine.

From Daytona, you can make it to the Palm Beach City Marina at the foot of Brazilian Way, a distance of 195 miles in 11-12 hours. An interim stop might be the Marriott Hutchinson Island Resort Marina in Stuart FL.

In summary, the ICW cruise from Portsmouth VA to Palm Beach FL (or the reverse) can be run in a week, leaving Thursday, arriving Wednesday with the weekend in Charleston.

Great fun. I’m ready to go again.

Bob Johnstone

Maine Boats Harbors & Homes Features 40z Launch

2009-01-15T23:25:00.000-05:00

Log onto to the following link to read Dave Getchell's first hand account of his ride on the 40z in Boston Harbor by clicking on this link: www.maineboats.com/boat-launchings/mjm-40z.

He didn't mention that a Maine bank, long associated with launching ships from Bath ME was instrumental in financing the tooling for the 40z. Bath Savings Institution has been financing beautiful, fast, functional ships since 1852, the clipper ship era of America's supremacy on the seas.

MJM... Doubling Miles Per Gallon

2009-01-01T23:29:00.000-05:00

Learn how much more efficient the 29z, 34z and new 40z are than their counterparts. Comparative data is from Power & Motoryacht, Boating, Lakeland Boating and SEA magazine boat reviews as well as from builder websites. With fuel now at $3.20 per gallon and climbing, an MJM can stretch your fuel dollar by as much as 100% or more.

Click on Green 29z or Green 34z or Green 40z to download PDF Charts comparing nautical miles per gallon by category at approximately 25 knots.

First 40z Hull

2008-09-02T23:27:00.000-04:00

The first 40z hull came out of the mold today at Boston BoatWork's East Boston yard. This boat is to be equipped with twin Volvo 6 cylinder D6 370 HP engines with IPS duoprop drives mounted under the hull and is slated for the Miami and Palm Beach Boatshows as well as presentations at yacht clubs in South Florida this coming Winter.

29z Boat Test Data

2007-02-01T23:34:00.000-05:00

Chesapeake Bay Magazine's and Boating's John Page Williams put the 29z through its paces on the Bay. People continue to be amazed how much performance we're getting and how quiet the boat is with the Volvo D4 260 HP Duoprop sterndrive. 80 decibels at 23 knots and 33 knot top speed. As for fuel economy, the 29z burns 8 gph at 25 knots vs. the 34z's 11-12 gph. At 30 knots, the 29z burns the same 11 gph that the 34z burns at 24-25 knots. At 5.8 knots, the range is nearly 1100 miles.

See the Chart.

Delivery Captain Rates the 29z Near Perfect after 650nm

2007-01-15T23:34:00.000-05:00

Capt. Doug Sanders has driven just about everything during his 35 years as a delivery captain.

Read more about his experiences on our website- "Perfect Powerboat".

MJM Featured in 2 Stories with Designer Doug Zurn in Another!!

2006-05-01T23:35:00.000-04:00

The Feb/Mar issue Professional Boatbuilder Magazine features the MJM 34z in two articles:

The first describes the creation of the design and the latter goes into great detail to describe why the 34z is different from all other powerboats. Click on www.proboat-digital.com/proboat/200602/ then 'Contents' page 52 "Build it and They Will Come"; Page 66 "Smooth Operators"; and and in a 3rd article on Page 104 "Single Skin or Sandwich" describes the exceptional strength, lighter weight and higher cost of the 34z laminate (Cored Kevlar/E-Glass epoxy) vs. the competition.

And, just published in the April/May issue is the "The Zurn File", an excellent report on designer, Doug Zurn. Click on http://www.proboat-digital.com/proboat/200604/ then 'Contents' page 42.

Publishers Feature J Boats and MJM Yachts

2005-02-15T23:39:00.000-05:00

Professional Boatbuilder Magazine in consecutive issues features Bob Johnstone's two companies. "J is for Johnstone" came first in the Dec/Jan issue and can be read on-line at www.proboat-digital.com/proboat/200512/.

Also, MBI has followed up their Herreshoff Sailboats publication with the beautifully illustrated, 156 page book "J/Boats, Sailing to Success" written by Anthony Dalton. The book is available from Amazon.com.

34z Front Page News at Fort Lauderdale Boatshow

2004-10-25T23:40:00.000-04:00

On opening day of the Fort Lauderdale International Boatshow, the MJM 34z was the BIG NEWS for its fuel efficient design, a stand-out among the 1400 boats valued at $1.6 billion in the world's largest boatshow.

MJM 34z Featured in Six Articles

2004-04-25T23:41:00.000-04:00

It has been "The Month of the 34z" in the nation's boating press.

Power & Motoryacht, Motorboating, Boating and Nor'westing all ran feature boat reviews in their March or April editions.

May Yachting has a picture and description of the 34z in their Miami Boatshow coverage.

And, 34z designer Doug Zurn is profiled in the May issue of Maine Boats & Harbors.

Download the boat review excerpts

MJM Design Patent No. US D475,338 S

2003-06-03T23:43:00.000-04:00

(Washington DC)- The Director of the United States Patent and Trademark Office issued a patent today for the "ornamental design for a motorboat" embodying the signature look of the 34z in its Down East, Express and Sportfish models as well as in extended versions. This patent number will be appear on the Builder's plate of every MJM boat built.

Best Built Boat in America?

2003-06-01T23:45:00.000-04:00

34z is engineered to exceed Draft 2003 CE Mark (ISO) Certification Standards for an Ocean Category A offshore boat performing at 50+ knots. Click on the link below to read the structural analysis by Burke Design, detailing the incredibly high standards of construction.

Picture shows the solid epoxy/glass keel and chines with "overbuilt" grid system for single 440 hp Yanmar that mounts on the wide beams in the center.