Parker 750 DC

Parker 750 DC

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  •  The most noticeable aspect of the Parker 750 DC is her build quality, which is still evident behind the scenes.
  • The designers have managed to pack in plenty of features without burdening the boat with more than it realistically needs.
  • Running up to her top speed just shy of 40 knots was a bit of a white-knuckle ride …

Parker 750 DC

Greg Copp reports on a craft of undoubted build quality and pleasing performance, but with a few questions that remain unanswered …

 

Built in the same Polish yard as Windy’s sub-32ft range, the Parker 750 Day Cruiser, or 750 DC for short, is one of several sports/dayboats to recently arrive on our shores from this yard. Like its Cabin Cruiser cousin the 750 CC, the 750 DC enjoys a high level of detailed finish and attention to detail. Clearly pitched at the family dayboater, it provides a wide range of innovative features for a 2-tonne sports boat. Though it has the facility to overnight in the form of a double berth and under-berth sea toilet, most will buy this boat for what it is really designed to do.

 

My first impression, I have got to say, was slightly mixed and confused. Having tested the 750 CC, which has the same deep-vee twin-stepped hull, I felt that something was not quite right. This boat, like the Cabin Cruiser, steers very quickly, and heels heavily into the turns. However, our test boat displayed a small degree of instability when thrown through a series of tight turns. When banked over, it stuck to its line well – to a point that I often felt happier driving in circles. When I picked the boat up and straightened my course, it often felt as if it was unsure of its line. Some of this was down to an overly responsive steering system, which was just a bit too powerful for the weight of boat, but I do not feel that this was the sole cause.

 

There was often some degree of cavitation when thrown into tight turns, which, if that is due to the engine being mounted a touch on the high side, could also possibly contribute to the problem. Another aspect of the boat, and something the Parker 750 CC also suffered from, is its tendency to lean quite strongly into the wind. Having less of a topside profile, I would expect the 750 DC to be less inclined to do this, but it does. As the weather on the day was a force 3 gusting 4, we were hit by frequent strong bursts of wind, which had an unsettling effect on a boat that was being thrown about, often in confused water.

 

I understand that the Mente Marine automatic trim tab system is a factory option for the CC version, so it is likely to be offered for this boat. This is programmed on installation to automatically trim the boat to counter roll and pitch, as well as trimming it to its optimum settings at predetermined speeds. You can also input user-defined settings – for running into head seas, say. This system is both effective and reasonably priced, and would be a very good idea for the 750 DC. Our test boat was fitted with manual trim tabs, which would have been fine if we had been on a constant course, with a relatively consistent wind, but that was not the case. Given that this boat will be mainly used as a water sports platform, having Mente Marine ‘keeping tabs’ would be a good idea.

 

Performance is good, as the 250hp Mercury Verado is well suited to the Parker. Low-down response is instant, with the boat accelerating off the mark very quickly and hitting 30 knots comfortably under the 10-second mark. These engines just seem to be getting forever smoother – and at low speeds, quieter. Parker have built this boat with a twin-stepped hull for efficiency purposes, which, based on the figures I recorded previously on the 750 CC, should make the 750 DC fairly cost-effective. From those calculations I estimate she will return around 2.5–2.8 mpg at 30 knots. Unfortunately the 9in Simrad GO9, which interfaces with the Verado, thereby enabling real-time fuel consumption figures, was not working, and the engine trim gauge also failed to respond. Having been here before, I had a handheld GPS on standby, but it would be good to have fuel figures across the spectrum.

 

Running up to her top speed just shy of 40 knots was a bit of a white-knuckle ride: firstly, having no trim gauge you have to trim by trial and error, and from what I experienced she needs about 50% trim to run flat out; secondly, at this speed the boat is lively, and a sudden gust of wind on our starboard bow had us leaning hard to starboard, flat out on a straight course. The sea was far from flat, but it was a bit surprising to suddenly be running along with the rubbing strake not far off the water. Running into the confused water off Old Harry at 30 knots produced a few groans from the hull, as the wide chines are quite noticeable in their forward sections – in contrast to the fairly sharp hull forefoot. Trimming her down will take the edge of her top-end performance, but the ride is softer. In this regard she is quite a wet boat in any degree of seaway and at any speed halfway exciting, and noticeably more so with the bow trimmed down.

 

The driving position is great. I stood with the seat bolster up with a grand view, but you can of course sit with the bolster folded down. Wheel and throttles fall perfectly to hand and I loved the dash layout, albeit with a chartplotter that did not work. The navigator’s lot can be a large, comfy, forward-facing seat; alternatively it can be reversed, to turn into an aft-facing seat around the cockpit table. In front of the navigator’s seat is a fold-down gas cooker and a small sink. I question putting the cooker there as it spent a lot of time banging about, and something like extra cup holders or a small perspex chart table would be better. However, the seat set-up around the superbly finished folding teak table is generous for a 7.5m boat. The aft section of this settee arrangement can, like the navigator’s seat, turn into an aft-facing bench seat, enabling you to comfortably keep an eye on your skiers. A 30-litre drawer fridge sits under the navigator’s seat.

 

Below the cockpit there is a large storage locker, neatly internally lined. In a similar vein, a narrow locker sits across the transom housing the ski pole. The transom gate on the starboard quarter is of a stainless construction, and slots in and out of place with well-made precision. Parker offer an optional synthetic teak known as ‘Cer-Deck’, which looks as good as it feels. The engine can be trimmed into the fully raised position courtesy of a hinging section of the main bathing platform, keeping the prop and skeg clear of the water. As has fast become the fashion, mini bathing platforms flank the engine, making pontoon access a lot easier. Foredeck access is about as good as it gets for this type of boat, as with two steps you are up and through the windscreen gate and onto a massively sticky non-slip foredeck.

 

The internal accommodation, not surprisingly, is limited, and likely to get used for ski storage. However, you can, if need be, overnight, and there is a proper sea toilet under one of the berth sections. In reality, this is unlikely to happen, but having a proper, rather than a chemical, toilet will prove very useful for long family days out on the water.


Verdict

The most noticeable aspect of the Parker 750 DC is her build quality, which is still evident behind the scenes. The designers have managed to pack in plenty of features without burdening the boat with more than it realistically needs. The question mark regarding its handling is exactly that. However, I do not feel, especially having driven its Cabin Cruiser counterpart, that this is the product of an inherent design fault. The answer is more likely to lie with this boat’s initial rigging, and the fact that it really needs an automatic trim tab control system to make it an easier boat to drive.


Options and upgrades

This boat particular boat had £10,700 worth of extras, most of which I would be surprised if you did not choose. But you if you wanted, you could cut the cost of the boat down to £74,000. However, the price of the Simrad Plus pack at £1,441, which includes a Simrad GO9, Fusion stereo and speakers, is pretty reasonable. Likewise, the £4,666 Premium pack, which includes a powerful bow thruster, anchor winch, second battery and a canopy, is certainly worth having, as is synthetic teak decking at £2,375.


What We Thought

For

  • Fast for a 2-tonne boat with a 250hp engine
  • Solid build quality
  • Innovative design
  • High-quality finish
  • High-quality stainless work
  • Very serious non-slip decking
  • Good storage

Against

  • Only a 100-mile range with a 20% reserve
  • A degree of handling unpredictability when driven hard
  • Wet ride

Specifications

LOA:                                       7.46m (24ft 5in)

Beam:                                    2.55m (8ft 4in)

Transom deadrise angle:   22 degrees

Displacement:                      2000kg (with engine)

Power options:                     Mercury 200 – 300 hp Verado

Fuel capacity:                       230 litres (51 gallons)

RCD category:                     C for 7

Test engine:                          250hp Mercury Verado


Performance

39.3 knots (2-way average), sea conditions, wind F3 gusting F4 with 50% fuel (25 gallons)


Price

As tested: £84,480 (inc. VAT)


Contact

Salterns Marina

Salterns Way

Poole BH1 48JR

www.boats.co.uk

 

Photo credits: Graeme Main

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