Home BOAT TESTS Scand Dynamic 1100
Scand Dynamic 1100

Scand Dynamic 1100


  • A repowered boat is a good choice if you want something different that goes and handles much like a modern boat, but costs a fraction of the price.
  • These boats are renowned for their nimble handing and ability to deal with rough weather, especially head seas.
  • You get a feeling that every aspect of the boat has been carefully thought out.

Scand Dynamic 1100

Greg Copp reviews an old boat with a modern feel and a range of Scandinavian calling cards …


Boats like the Norwegian-built Scand Dynamic 1100 make me wonder whether boatbuilding has really made much progress over the last 25 years. Boats are faster and certainly more frugal, thanks to advances in engine technology, but the core ingredients of seakeeping, handling and construction are still much the same. The Scand Dynamic illustrates this well. This lesser-known rakish 36ft sports cruiser, launched back in 1990, is a typical example of low-volume high-quality Scandinavian boatbuilding. These words ring familiar today, as apart from old masters like Windy, we are seeing an increasing number of previously unknown (in the UK), solidly built Scandinavian boats gracing our shores.


The 1100 followed a range of smaller high-powered siblings that had already proved popular in both British and Baltic waters. It was a direct competitor to the Sunseeker Tomahawk 37 at the time, but arguably a stronger boat. It was built like the Tomahawk with a transom deadrise of 23 degrees, but with the Scand Dynamic the deadrise sharpened to 25 degrees amidships before turning up to a chisel-like 45 degrees in the forefoot. Engine options were typically twin 270hp 5.7L V8 MerCruisers, Volvo Penta V6 and V8 petrols (200–270 hp) or, like the boat featured in this article, twin diesel 200hp Volvo ADP41s on duo-prop sterndrives. This last option was the best and most popular. It might only have pushed the boat to 36 knots, but these purely turbocharged 3.5L engines are tough, simple and have a relatively miserly thirst. Even today these engines are frequently clocking up the hours without any problems. This boat, for example, was laid up and shrink-wrapped for six years. She was then recommissioned with a service, and off she went without a blip.


These boats are renowned for their nimble handing and ability to deal with rough weather, especially head seas. Built to deal with Baltic weather for a population that tends to use their boats in all conditions, the lay-up is typically heavy. You get a feeling that every aspect of the boat has been carefully thought out. The helm has been well designed around the driver, though typically for the age of the boat there is only space for early-generation electronics. Engine access is exceedingly quick as you simply raise the two stern-quarter seats on their gas rams, and then lift the twin hatches, again on rams, via flush-mounted deck catches. Space in the engine bay is typically old school, insomuch as you can get to everything easily. Foredeck access is a bit of a Spiderman job, as you have to hop round on slim side decks, but you are then blessed with guard rails rather than the typical deck rail trip hazard that lurks on the foredecks of many sports boats.


The boat was designed around having the cockpit of a big 40-footer, and this area is so big you wonder if there is much below. The aft section of the cockpit can accommodate 10 around the drop-in table, and there is still space for a fridge-equipped wet bar amidships, as well as plenty of helm space. The below-decks accommodation comprises a convertible U-shaped seating area, a decent-sized heads (complete with sink and shower), a galley and an under-sole cabin. It would be a squeeze for anything but a young family as the under-sole cabin is open plan with limited headroom, though the bed itself is large. The galley is pretty good, all things considered, and has a double-ring hob, fridge and enough storage. Importantly, the area around the galley and heads has plenty of headroom, which is not surprising given that the boat was designed for Scandinavians.


This particular boat, apart from being one of the few in the UK, has had quite a bit of money spent on her in the past. Her Volvo 290 duo-prop sterndrives are fairly new. This does not surprise me that much, as up until recently Volvo still had these in stock, and at unusually reasonable prices – I know because I bought a couple some years back. Someone wisely invested when their old drives were showing their age. I will also add that these drives are not displaying the signs of steering linkage wear that 290 drives frequently suffer from. She also has a decent set of covers, and under the autumn/winter grime her gelcoat is still typically Norwegian and undamaged. Not that surprisingly, she does need antifouling, cleaning and recommissioning.

Points to consider


There are several options, but 200hp diesel Volvo ADP41s are the most common, and if well maintained these engines last well. If you come across a petrol-powered boat, whether it be with twin 4.3L V6s or twin 5.7L V8s, you will need to scrutinise the engines thoroughly. A petrol boat will also be worth about £10,000 less, like for like, but a good one is great value. Some of these have been repowered with 225hp and even 260hp common-rail injected diesel Volvo D4s, which make for lively, frugal and very reliable boats – with a price tag to match. A repowered boat is a good choice if you want something different that goes and handles much like a modern boat, but costs a fraction of the price.

Volvo sterndrives

Boats built with Volvo ADP41s will have 290 duo-prop sterndrives. These early-generation duo-prop sterndrives, though reasonably robust as a drive, do suffer from wear in the steering linkage. This is easily discovered by trying to turn the sterndrive from side to side when the boat is ashore. A badly worn linkage will allow the sterndrive to move up to 4 inches.

Stress cracking

Though a heavily built, older fast boat that inevitably gets owned by enthusiastic skippers can be subject to stress cracking, it is certainly not a terminal problem, especially as many boats, unbeknown to their owners, have stress cracks, and this problem can be repaired. However, it is good reason for having a survey – just factor in a price adjustment.

Data file

  • Hull type: Deep-vee planing
  • RCD category: Pre RCD
  • Length overall: 36ft (11m)
  • Beam: 11ft (3.3m)
  • Draught: 3ft (0.9m)
  • Displacement: 6500kg
  • Fuel capacity: 170 gallons (770 litres)
  • Cruising range:  300 miles with a 20% reserve at 25 knots
  • Current value: £30,000 to £40,000






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