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Selene Quality

• Thread starter danderer
• Start date Oct 27, 2015
• Oct 27, 2015

• Avoid Selenes. The build/design quality is not there.
• When Selene was starting out in the states, they hired a local guy (not saying who) to help work out the bugs. The guys in the yard were saying that the boat had a lot of problems.
• We owned a Selene 48. if we got another trawler it would be a Nordhavn. There is a difference in price and a corresponding difference in quality (IMHO).

I don't know that I can give you specific examples, but I can give you a bit of history of Selene that contributed to some of their reputation, good and bad. I do not own one, have never owned one and have no desire to own one, but, for various reasons, had occasion to look into them some years ago. Selene is an interesting synopsis of the boatbuilding industry in the PRC. The Chen family, from Taiwan, have a long manufacturing history on the mainland of China producing flatware and cutlery, IKEA being their biggest customer. Howard, a son of Jet-Tern's founder, was more interested in boats. They set up manufacturing in southern Guangdong Province, in Dongguan, in 1998. At the time, there was virtually no infrastructure and no experienced workforce, so they were truly starting from scratch. From what I learned, there were two issues early on-first-what kind of boat to build, many of their early models were what they called a "Modified Displacement Hull" known to us all as semi-displacement, and a lot inconsistency in the build. Somewhere around 2003 or so, they did bring in a very experienced and pretty well-known builder from Maine as a consultant to help get the build process straightened out and to train their workforce. He also got them more focused on true, full displacement, long range trawlers (Apologies-Marin!). Up until about 2011 or so, they contracted out their pre-delivery work and their warranty work here in the PNW to Port Townsend Marine. I spent a fair amount of time talking to them about the Selene. The issues, to my knowledge, never revolved around the hull build or the basic seaworthiness of the boat. The issues revolved more around consistency of build and attention to detail. Things like sighting down a hull and being able to see mat print through the gelcoat. The electrical systems tended to be totally inconsistent from boat to boat, where wires ran in one boat, they ran somewhere else in the next boat. Plumbing tended to be the same way. A lot of ancillary and component stuff, mostly metalwork and parts, were substandard (compared to top quality competitors). The guys I know a Port Townsend would pretty much get a chuckle out of whatever they would find on the next Selene. At the time, Selenes ran about 30-35% cheaper than comparable Krogens and close to 50% less than comparable Nordhavns. At the time, a familiar business model for China produced goods. Slightly less quality produced by cheaper labor and sold at a lower price. Over the years, from what I have learned, many of those problems have gone by the wayside. I think Chen and Jet Tern learned that while price is a component for many buyers, it is often not the motivating factor in the large trawler market. In the intervening years, Jet Tern has improved quality and build consistency. The price difference has narrowed considerably and while still less expensive than Krogen or Nordhavn, they are not sold nearly as much on price as they used to be. Unfortunately for Selene owners, and fortunately for those interested in them used, that initial impression has stuck around and there used prices are generally not comparable to either Krogen or Nordhavn. All that said, if I were interested in another boat, would I categorically exclude them? No. like looking at any prospective boat purchase, I would do all the normal things, surveys, sea trials, etc. and if the boat passed those tests and met my needs at a cost acceptable to me, I would buy it.  

THD said: I don't know that I can give you specific examples, but I can give you a bit of history of Selene that contributed to some of their reputation, good and bad. Click to expand...

Veteran Member

Understand this is like talking to people who are passionate about cars, very strong opinions. Given a choice I would take a Selene over a Nordhavn. Let me fine tune that... I ran a N47 two days and was very disappointed with the boat: glassy smooth day so i had the stabilizers on center. A passing small boat wake caused a death roll trying to tie the boat up you need to be a mountain goat, up and down... walk around deck can be blocked by a fender. Don't try to figure out the 4 battery switches, elect panels and sub panels and all the wiring the same color. I think it was a 'o4. Oh the get home motor is a joke. Try coming in St Augustine inlet on that at 2.5 knots. Selene was much more practical, not 25 feet high, comfortable to work and run. The selene was 13 years old and had some gel coat issues, cheap fuel manifold but otherwise nice on my 200 mile run.  

Crusty Chief

Might I recommend the Selene Owners Forum....seleneowners.org you can view a lot of it without being an owner. Jet Tern dosent market the Selene like Nordhavn or KK does. If they did, you would probably see more information on them. I spent many years searching for a Blue Water capable boat. During that search I looked at close to a hundred and fifty boats, All in the 40-55 foot range. They all have their plus and minus points. But the item we noticed the most on any boat was how well was it maintained by the owner. I think this is true of any boat. With the price of Blue water capable boats being what they are, you would think the owners would take better care of such a valuable asset. Not so! And we saw many boats from all manufactures to reflect this. We have no issues with the build quality of our Selene and for the most part, the previous owner took good care of her. Ours is now approaching ten years old and we have been spending the last six months getting her ready for extended cruising. We have found very few things that needed to be replaced or repaired that could be identified as a builder issue. Fit and finish is right up there with the best of them. She had very few items identified during the Survey. We would love to step up to a 55-60 foot Selene as our next boat, but I wouldn't pass on either a Nordy or KK if the right one came on the Market. Hope this info answers your question.  

Danderer Rather than praise or castigate on line, a trip into the ER of a 55 - 60 footer for both Selene and Nordhavn may prove helpful in your decision making. And yes, a full displacement hull will roll. Are you internet tire kicking or really wanting to buy into this arena?  

sunchaser said: Are you internet tire kicking or really wanting to buy into this arena? Click to expand...

Attachments

dbltime said: Understand this is like talking to people who are passionate about cars, very strong opinions. Given a choice I would take a Selene over a Nordhavn. Let me fine tune that... I ran a N47 two days and was very disappointed with the boat: glassy smooth day so i had the stabilizers on center. A passing small boat wake caused a death roll trying to tie the boat up you need to be a mountain goat, up and down... walk around deck can be blocked by a fender. Don't try to figure out the 4 battery switches, elect panels and sub panels and all the wiring the same color. I think it was a 'o4. Oh the get home motor is a joke. Try coming in St Augustine inlet on that at 2.5 knots. Selene was much more practical, not 25 feet high, comfortable to work and run. The selene was 13 years old and had some gel coat issues, cheap fuel manifold but otherwise nice on my 200 mile run. Click to expand...

As noted previously, the Selene owner's forum is the place to get into this discussion. That is what we did when we were negotiating on a new 58. Some real pros hang out there, with from what I have seen few punches held. But the Q and A there requires a bit more knowledge and relevant Selene experience than most dock or internet talk allows. For the curious, do a few Selene in depth walk throughs. Ditto KK and Nordhavn. Draw your own conclusions. If you are an experienced serious buyer the differences between the brands will become apparent.  

N4712 said: I haven't had the death roll trouble. Click to expand...

• Oct 28, 2015

Liberty2015

Senior member.

Hey....... No Boats Perfect !!!! Have yet to find one that is. They all compromise somewhere. Cheers Chris D Liberty 2015  

twistedtree

sunchaser said: As noted previously, the Selene owner's forum is the place to get into this discussion. That is what we did when we were negotiating on a new 58. Some real pros hang out there, with from what I have seen few punches held. But the Q and A there requires a bit more knowledge and relevant Selene experience than most dock or internet talk allows. For the curious, do a few Selene in depth walk throughs. Ditto KK and Nordhavn. Draw your own conclusions. If you are an experienced serious buyer the differences between the brands will become apparent. Click to expand...

sunchaser said: Danderer Rather than praise or castigate on line, a trip into the ER of a 55 - 60 footer for both Selene and Nordhavn may prove helpful in your decision making. And yes, a full displacement hull will roll. Are you internet tire kicking or really wanting to buy into this arena? Click to expand...

Crusty Chief said: Might I recommend the Selene Owners Forum....seleneowners.org you can view a lot of it without being an owner. Click to expand...

Codger2 said: (Go ahead, guys, and let me have it! You can't piss me off as I don't own her anymore.) Click to expand...

Moonstruck said: Wanna bet? Click to expand...

danderer said: Haven't yet had a chance to see the ER on a Selene. Until I do, how about giving a preview of what one might find? Click to expand...

Engine room Sorry, having a problem posting multiple pictures.  

Fuel management  

Polisher  

Alaskan Sea-Duction

So are Selene's single or twin engines? We walked on one in the Seattle Boat show last year and was impressed. I think it had twin John Deere...  

Codger2 said: I have always liked the lines of the Selenes but other than being on a few at boat shows, I know very little abut them. I do, however, know a little about Jet Tern Marine as they are the ones that built my Halvorsen 32 Gourmet Cruiser that I cruised for about 8 years. I found the fit & finish well above average for this size boat & and its sea keeping attributes were admirable. Some of the members here at TF also had a ride or two on the boat and maybe they will chime in. There were 4 members in total that were on my boat at different times. (Go ahead, guys, and let me have it! You can't piss me off as I don't own her anymore.) Click to expand...

Alaskan Sea-Duction said: So are Selene's single or twin engines? For the most part they are singles, especially below 55 footers. I don't think I have seen one below 55 that ran twins. A few had small get home motors, but it gets a bit tight in the ER then. Click to expand...

• May 14, 2019

Crusty Chief said: Sorry, having a problem posting multiple pictures. Click to expand...

South of Heaven

Good thread bump Markic. Lol. But since we're in 2019 now what's the consensus. Is the N and KK still a better buy or has Selene rectified some of their issues?  

THD said: I don't know that I can give you specific examples, but I can give you a bit of history of Selene that contributed to some of their reputation, good and bad. I do not own one, have never owned one and have no desire to own one, but, for various reasons, had occasion to look into them some years ago. Selene is an interesting synopsis of the boatbuilding industry in the PRC. The Chen family, from Taiwan, have a long manufacturing history on the mainland of China producing flatware and cutlery, IKEA being their biggest customer. Howard, a son of Jet-Tern's founder, was more interested in boats. They set up manufacturing in southern Guangdong Province, in Dongguan, in 1998. At the time, there was virtually no infrastructure and no experienced workforce, so they were truly starting from scratch. From what I learned, there were two issues early on-first-what kind of boat to build, many of their early models were what they called a "Modified Displacement Hull" known to us all as semi-displacement, and a lot inconsistency in the build. Somewhere around 2003 or so, they did bring in a very experienced and pretty well-known builder from Maine as a consultant to help get the build process straightened out and to train their workforce. He also got them more focused on true, full displacement, long range trawlers (Apologies-Marin!). Up until about 2011 or so, they contracted out their pre-delivery work and their warranty work here in the PNW to Port Townsend Marine. I spent a fair amount of time talking to them about the Selene. The issues, to my knowledge, never revolved around the hull build or the basic seaworthiness of the boat. The issues revolved more around consistency of build and attention to detail. Things like sighting down a hull and being able to see mat print through the gelcoat. The electrical systems tended to be totally inconsistent from boat to boat, where wires ran in one boat, they ran somewhere else in the next boat. Plumbing tended to be the same way. A lot of ancillary and component stuff, mostly metalwork and parts, were substandard (compared to top quality competitors). The guys I know a Port Townsend would pretty much get a chuckle out of whatever they would find on the next Selene. At the time, Selenes ran about 30-35% cheaper than comparable Krogens and close to 50% less than comparable Nordhavns. At the time, a familiar business model for China produced goods. Slightly less quality produced by cheaper labor and sold at a lower price. Over the years, from what I have learned, many of those problems have gone by the wayside. I think Chen and Jet Tern learned that while price is a component for many buyers, it is often not the motivating factor in the large trawler market. In the intervening years, Jet Tern has improved quality and build consistency. The price difference has narrowed considerably and while still less expensive than Krogen or Nordhavn, they are not sold nearly as much on price as they used to be. Unfortunately for Selene owners, and fortunately for those interested in them used, that initial impression has stuck around and there used prices are generally not comparable to either Krogen or Nordhavn. All that said, if I were interested in another boat, would I categorically exclude them? No. like looking at any prospective boat purchase, I would do all the normal things, surveys, sea trials, etc. and if the boat passed those tests and met my needs at a cost acceptable to me, I would buy it. Click to expand...

menzies said: How does Solo play into the story? Click to expand...

I never figured out where the original OP, all those years ago, was finding such information and opinions as he was. I've talked to many Selene owners and all were impressed with it's seaworthiness and ride, in various sizes. Compared to Nordhavn, more livable, less salty. Now I did read some stories of issues in the past, really rather distant past, but can find the same type stories on Nordhavn, not so far in the past, but on one or two specific boats. Probably less expensive materials used in some areas of the interior of Selene but better quality than one might expect for the price. While price can provide quality, part of Nordhavn's price goes to a very large sales, general and administrative group including 19 sales representatives.  

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SELENE 55 REVIEW

After taking delivery of their Selene 59 and a subjecting it to a shakedown cruise in Sydney last year, Aussie adventurer Dick Smith and his wife Pip set sail for Tasmania. They plodded along the coast - as you do in one of these so-called trawlers - before crossing Bass Strait and ranging down to the pristine southwest corner of Tasmania. What eventuated was a three-month private cruising odyssey without the hassles of crew or the constant hum of a ship's generator that plagued them aboard their former $6 million 104ft adventure ship, Ulysses Blue .

Minus the human cargo and onerous payroll, Dick Smith and his wife Pip are now able to go places as a footloose cruising couple in command of their boat. At 59ft, the Selene is an owner/driver boat. It's got all the qualities of a mini expedition ship, but none of the intrusions of a bigger boat.

Not that the capabilities of the Selene boats are a well-kept secret. The long-range liveaboard boats are made by Jet-Tern Marine in China for the demanding American passagemaker market. Company founder Howard Chen from Taiwan sent the first boat to the States in 1999 and the following year, yours truly tested the Selene 47 rebadged as a Solo 47 in Sydney. In better times, production hovers around 35 boats a year.

Unsurprisingly, Selene trawlers can be found gadding about the world's premier waterways, but they do so at leisurely displacement speeds. The brochure talks of negotiating rapids in British Columbia, icebergs in Alaska and before long, they will probably add some words about the wilds of Tasmania or New Zealand where there a number of Selenes located.

Mark Halvorsen, of the famous boating family, imports the boats to Australia, with a half dozen on the way, but most of the 100 or more trawlers are found in North America, were rendezvous are held and brand-loyal enthusiasts share their trials and tribulations on an owner's forum. Only now, as boats and dreams are realised from orders in the last few years, are the Selenes starting to enjoy a real following Down Under.

CUSTOM WAYS

Unlike a run-of-the-mill production boat, each Selene is a semi-custom cruiser tweaked to meet the needs of it owners. Enter John Bradley, whose Selene 55 pictured hereabouts was designed to have the ultimate in 'dockability'. Like most Selene buyers, John, an avid sailor who jumped ship to an Island Gypsy 30 and then a Grand Banks 42, researched the long-range cruiser market for months before settling on a Selene.

"The family always liked the high bulwarks of the former boats. The wife is happy. She doesn't want to go over the side," says John, before explaining his reasons for buying the Selene 55, a carefully considered cruiser and the boat of his dreams.

"I have friends with go-fast boats, a mate with a 60-footer who went from Sydney to the Whitsundays on 16,000 litres of fuel - and burnt the same back down. That's not on. Fast is not sensible and the older you get the more sensible you become," explains John from a teak chair before a teak table on the teak deck of his Selene 55 with timeless teak interior.

The antipathy of a go-fast boat, the Selenes are round-bilge displacement trawlers with, in the case of the 55 I drove, a top speed of about 11.5kts. Power comes in the form of a torquey single diesel engine that lopes along rather than races. The idea is that you enjoy the journey, take your time and live aboard as you travel. Or engage a skipper to undertake the delivery legs and fly in to the ports of call.

NEW DIRECTIONS

The Selene 55 that we tested was hull number 85, but it broke the mould. The boat was fitted with the upgraded turbocharged 525hp John Deere diesel engine instead of the standard turbocharged Cummins MerCruiser QSL9 406hp donk. But the big difference between the engines is the torque: the John Deere is a 12.5lt block, whereas the Cummins has an 8.9lt capacity. And the John Deere's torque curve is rapid, meaning it makes maximum power down low where you want it on a displacement boat.

Furthermore, the 55 was spinning a huge 43in four-blade propeller in a semi-tunnel that provides blade tip clearance. Put the engine into gear and the boat lurches. There was a docking remote with 20m lead, but fear not about docking.

The 55 had a second (turbocharged) 121hp John Deere auxiliary engine that can get you home, but its primary purpose is to power hydraulics and electrical-generating equipment. Like Dick Smith, John plans to cruise the Australian coast as a husband-and-wife team. But he is also cognisant of the fact that a 50-tonne private luxury liner isn't something you want drifting out of control in a crowded marina.

So John turned to Canadian company KeyPower, which specialises in small-ship solutions for private luxury liners and commercial craft including a number of trawlers operating out of Queensland, I'm told. The answer lay in a hydraulic docking system with four different stations at all corners of the boat.

Each docking station has a joystick that engages the auxiliary engine and hydraulic coupling that spins the shaft and propeller (after the main engine is disengaged). Alongside are toggles for hydraulic bow and sternthrusters that, unlike electric thrusters, can be used continuously without overheating and tripping out.

Importantly, the joystick and docking levers have proportional control, meaning you move them incrementally to adjust your speed and thrust up and down. Suffice to say, decamping and docking the Selene 55 proved to be a fingertip affair. But we also used the docking station and hydraulics to exit the marina and weave our way down the no-wash zone of Cowan Creek. All with the push of a finger.

BUILT TO LAST

What you don't see counts for plenty on the Selenes, too. The factory has ISO 9001 accreditation and the boats ate CE Certified by Lloyds for Category A as in open ocean, trans-Pacific, hey, wherever you want to go. Suffice to say, the high-volume 55 hull, which is a stretch of the popular 53, is built like the proverbial brick outhouse, handlaid with lashings of resin and rovings, and vacuum-bagged balsa-cored sides and decks to reduce weight up top. The boat also has some 3000kg of lead ballast to boost stability. Detailed hydrostatic data is provided by the factory.

The 55 we tested had its running surface extended all the way to the back of the swim platform, thereby increasing waterline length and with that, hull speed as well as aft buoyancy. There is a full-length keel that protects the running gear should you go aground and the 55 had KeyPower stabilisers with urethane rubber fins each measuring nine square feet to reduce the rocking motion in cross seas and swell. The stabilisers have three settings to suit different speeds of travel.

As with all long-range, liveaboard boats, fuel, water, power and refrigeration come in spades. The 55 had 4000lt of diesel for a range of 2500 to 3000nm at seven to eight knots. Hull speed is 9.95kts and above that you only use more fuel without many more knots.

Although the 55 wasn't fitted with a desalinator you can easily add one. Meantime, John hopes the not inconsiderable 2000lt of freshwater keeps them respectable for a couple of weeks at a time. By which time, he envisages, they will have swung by a marina somewhere or other.

At first, refrigeration capacity seemed just okay for a liveaboard boat. But then I climbed the ladder into the lazarette and found room for stowing victuals and grub in an oversized built-in freezer. Load up the insulated space with half a dead cow before you cast the lines.

Power generation is more interesting. The boat doesn't have the usual diesel generator, but uses its engines (the auxiliary when not underway) to power a 10kW electro-hydraulic generator and/or oversized 7kW alternator that, I'm told, will charge the boat's batteries in just a few hours.

There is a 4kW inverter that turns the DC power back into AC that runs the refrigeration, microwave oven, television, lighting, and one of the two air-conditioning units for a couple of days. The combination stove, oven, grill, and the barbecue up top are gas powered, with three bottles aboard. Thus, you should only need to run the auxiliary or main engine for an hour in the morning and at night to keep the boat powered up.

Back in the watertight engineroom I also note Reverso oil-change and fuel-polishing systems, redundant Racor fuel filters for the engines, GRP wing fuel tanks with inspection hatches big enough to climb inside, seawater intakes with glass-inspection bowls, and the impressive hydraulics from KeyPower, including a trick manifold system and hydraulic bilge as well as engine-driven pumps.

Although there is standing room in the engineroom, there is a surfeit of servicing room around the main white John Deere and aft-mounted yellow auxiliary donks. And there's outdoor engineroom access for tradespeople, as well as access through the full-beam stateroom and galley floor.

BIG COCKPIT, BRIDGE AND PILOTHOUSE

As with all good passagemakers, there are deep bulwarks tracing the boat so you, the crew, grandkids or dog can range about at sea without fear of falling over. But as ever, you strike tradeoffs and the cost for making the saloon as wide as possible is pinched sidedecks that may confront the girth challenged. High-gloss teak capping adds to the nautical style.

Solid wingdoors and clears (to come) provide protection to the cockpit, as does the extended flybridge up top. The cockpit was a 3.3m long model, gaining almost a metre on the standard boat, thereby offering room for a lunch setting for six or more. And you don't need to ask guests to move their chairs should you want to extract yourself from the outdoor setting.

Up front is a signature Portuguese bridge and high bow designed to shed water when underway. In fair weather, you can use the lounge for sightseeing. The views over the bow from the protected pilothouse are unfettered, but you can also drive from the flybridge in fair weather.

Among the nice details were the Selene branded jam cleats that let you attack fenders in a matter of minutes. Rather than put a tender and davit up top as intended, the owner had the ducky on the transom on snap davits. He was intending to put a rowing scull up top instead. You need to exercise some way on a liveboard boat.

All told, six doors at various heights flank the boat, allowing you to provision or board from floating and fixed jetties, wharves and marinas. But the owner had the standard-issue moulded aft staircase to the flybridge removed to keep the cockpit clean and uncluttered. And the internal ladder is all you need.

Without the tender and crane, the flybridge is an even bigger entertaining space, traced by stainless steel safety rails and with a good grade of non-skid. Back under the hardtop with clears is the must-have amenities centre with barbecue and fridge or icemaker opposite an L-shaped lounge that, with twin swivelling helm seats, can seat about six for dinner or drinks up top.

Much of what graces the primary helm station down below can be found at the flybridge helm station. Though the pilothouse was yet to be fitted with a helm chair - which you mightn't need given that the autopilot has a remote and there's a lounge nearby - there were plenty of electronics by way of twin Raymarine E120s linked to three CCT cameras, Interphase forward-facing sonar, the Keypower hydraulic control panels, Keypower stabiliser controls, and mighty Kahlenberg horn with commercial capacity. Ouch!

The Twin Disc Power Commander electronic shifts each control an engine and in the helm photo hereabouts, you will see the white lever for the main 525hp John Deere and the yellow lever for the 121hp auxiliary. Oh, and the hydraulic propulsion and thruster controls. A timber ship's wheel adds to the sense of purpose, designer Georg Jensen clock and weather stations add some style, while overhead lighting and bilge plans, water and fuel gauges point to the practicality of the pilothouse.

I was just as taken by the excellent pilothouse lounge for three with fold-down timber armrests with drinkholders, the dinette and the extendable night berth for catching 40 winks when you are off watch. The extended chartable, chartlockers and tombs of manuals underscore the fact that this is the heart of the Selene 55 and the boat owners retreat in fair weather and foul.

LIVING AREAS

The saloon on the 55 is the same as the 53, with a number of L-shaped or U-shaped lounge configurations set around a wonderful timber dinette with compass rose inlays that cleverly extends to create a bigger indoor dining setting. The L-shaped leather lounge faces two tub chairs across the floor, with built-in furniture, television and storage creating a real lounge area. And the picture windows were at the right height for enjoying the views.

On the same level as the saloon is the galley traced by imposing marble counters, with three-burner stove, oven and grill that will appease those gourmands accustomed to cooking with gas. There's an upright fridge and freezer, big dishwasher, twin sinks, clever foldout stainless steel splashback, dedicated crockery storage and supplied stamped Selene cutlery.

I really like the fact you are cooking alongside a big, opening window. Cross-flow ventilation is derived by opening the window in the dayhead opposite. Although it's near the galley, it will prevent guests ranging down to the accommodation if not a splash of the boots mid-passage.

Accommodation is down nine steps, pointing to the great internal volume of the Selene's in the forward sections, and ranges from a full-beam stateroom amidships, where the motion of the boat is smoothest, to a VIP guest's cabin with queen bed in the bow. There are two en suites with Tecma heads and shower stalls, but the optional third cabin was deleted to provide a gargantuan shower especially for the owners.

Should grandkids want to stay over there's a sofa bed in the saloon, not to mention the passage berth behind the helm for when you are off watch. More granite counters, timeless teak joinery and planking, and mood lighting add to the salty ambience (overlook the plastic in the photos protecting the leather from tradesmen). Needless to say, storage space is in terrific supply. And owner's also get a vanity/dresser and quasi office space. Everything you need on a real liveboard.

ON THE TRAIL

From an impossibly tight berth, with just centimetres to spare, with the bow of another Selene protruding imposingly from its berth dead ahead, Captain Bradley decamps his Selene 55 with aplomb.

Besides controlling the hydraulics, the auxiliary engine has a Get Home Drive or gearbox in case the main engine fails. In this mode, the boat will do five knots, I'm told. Otherwise, go places at eight knots.

Of course, you need time, lots of time, to appreciate a boat like this. The best part of an autumn day disappeared while roaming around Cowan Creek. And our time spent on the anchor listening to the waterfall - instead of a pesky generator - at the head of Houseboat Bay proved soothing.

The Selene 55 was still at pre-delivery shakedown stage and modifications were needed to the keel to better accommodate the huge prop, says John. But those loping John Deere engines sure suit displacement hulls. At 1250rpm, we were going places at 8.5kts for just 23lt/h (according to engine-manufacturer's supplied data).

But what you need to remember is that the engine is shifting more than just a boat. The Selene 55 is a home-away-from-home with everything but costly crew. Turn the key and move your house interstate and overseas. If it's good enough for Dick Smith, it's good enough for me.

After all, the famous Australian adventurer has voyaged where others dare to fly, sail and tread. And at $1.9 million as tested the Selene 55 is a lot of boat for your buck.

SPECIFICATIONS: SELENE 55

PRICE AS TESTED

Approx $1.9 million

  OPTIONS FITTED

Upgraded 525hp John Deere main propulsion engine; 121hp John Deere auxiliary diesel engine; Keypower hydraulic system for thrusters, Get Home Drive and electro-hydraulic generator; upgraded alternator; extended cockpit and hull running surface; full electronics including Raymarine E120s with GPS chartplotter, radar, radios, pilot; custom soft furnishings; AV systems; air-con, and lots more

  PRICED FROM

Approx $1.6 million

Material: Fibreglass w/ balsa-cored, vacuum-bagged decks Type: Round-bilge displacement monohull Length overall: 18.92m Beam: 5.08m Draft: 1.75m Deadrise: n/a Weight: 49,800kg (loaded standard engines and gear) Ballast: Approx 300kg lead

    CAPACITIES

Berths: 4+2+1 Fuel: 4000lt Water: 2000lt

Make/model: John Deere 6125AFM Type: Four-stroke six-cylinder diesel engine with turbocharging, aftercooling Rated HP: 525 at 2100rpm (continuous) Displacement: 12.5lt Weight: 1425kg Gearboxes (Make/ratio): ZF 2.63:1 Props: Four-blade bronze

  SUPPLIED BY

Halvorsen Boat Sales (Australia) Pty Ltd, C/o Empire Marinas, Bobbin Head Road, Ku-ring-gai Chase National Park, Turramurra, NSW, 2074 Phone (02) 9457 6725

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• By Dennis Caprio
• Updated: October 4, 2007

I had to laugh.

Maneuvering the Selene 53 in tight quarters is laughably easy because the design team had the sense to specify a bow thruster and a stern thruster as standard. These two features are part of the scheme to market the Selene models as “mini-megayachts”. An almost obsessive attention to the details tells me the company is on the right course.

This particular example of the 53 was packed to the rafters with cruising stores and gear and was scheduled to head south for the winter the day after my visit. A final tweak of the Naiad stabilizers added a day to the preparations and opened the door for my sea trial.

The Selene 53 is a displacement motoryacht meant for long-range cruising. She’s big for her length-beamy and tall-but her shape below the waterline and single engine create a fuel-efficient package. The big slow-turning prop that goes with this combination bites substantial chunks of water with each revolution, so the yacht responds instantly to increases in throttle. I’ll wager a good helmsman could back and fill this little ship into (or out of) nearly any space that’s able to accommodate her dimensions.

We snuggled right up to the boats opposite our slip, stopped her dead, then spun her around to face the exit channel. Piece of cake. Motoring past the astonishing variety of yachts tied up at the Hinckley yard in Portsmouth, Rhode Island, the Selene’s robust Cummins 6CTA8.3M3 rumbled under its breath somewhere in the bowels of the yacht. It radiated a tactile sense of its presence more than an auditory one. Indeed, the sound in the wheelhouse at idle speed struggled to reach 60 decibels, and that was due more to the occupants’ moving around (our crew numbered seven) than the engine.

After clearing the breakwater, we turned south and headed toward the Jamestown Bridge, wind on the nose. A wind speed of about 20 knots stacked up short, steep seas of 2 to 3 feet, but the 53 treated these conditions as nothing more than a routine annoyance. Below DWL, the 53 has a fine entry and some hollow in her waterlines above the bulb. The transition to maximum beam is relatively abrupt, but the bulb fools the water into believing otherwise.

Soft chines forward sharpen to hard chines near amidships, and from there to the transom, the run stays flat, much like that of a ship. It sweeps up to let solid water flow to the prop and rudder. A keel of barely discernable drag (becoming deeper aft than forward) provides directional stability, helps damp roll and protects the prop and rudder during grounding. This flat bottom also damps roll, especially when the boat’s at rest, but it also should do so in relatively big seas taken on the beam.

Active stabilizers, such as the Naiad with Datum Controller on the Selene, take most of the drama out of heavy-weather cruising. I noticed their effect as soon as we left the harbor. The 53 heeled the tiniest bit from taking the wind on the beam, but the seas didn’t disturb her composure. The skipper made a series of long turns to port and starboard, letting the system check roll. A small display on the Naiad’s control head graphically showed the fins (71/2 square feet of surface area in each) at work, pivoting like flippers on a pinball game. All of us were surprised at how quickly they responded. When we disengaged the stabilizers, the 53 heeled outboard predictably and gently with each turn. The adaptive mode of the Naiad system lets the computer learn the boat’s characteristics in a variety of sea states. Neat.

Meticulous detail in the design and construction often spells the difference between a good cruising yacht and a great one. You’ll never want for a convenient and solid handhold aboard the Selene. I found them on the overheads, above the companionways, in the heads. Three handholds were stacked high, medium and low on the overhead in the companionway from the wheelhouse down to the galley for crew members of varying heights.

Fiddles are high, and the ones on the galley counters are molded into the Corian to prevent the inevitable leaks and damage caused to wood fiddles attached to flat Corian countertops. A lovely wooden railing guards the inboard, open side of the stairs leading from the wheelhouse to the flying bridge. The wood in this case is icing; it hides a real railing made of stainless steel. This steel core lets the railing exceed international standards for breaking strength.

In the galley, which is sensibly arranged for cooking offshore in a seaway, I found slide-out shelves behind the stove. No need to stretch over the stove. A dedicated jar/spice rack occupies a space above the counter. A Grunert holding-plate freezer drives off the engine and should provide sub-freezing temperatures when you need them, even in the tropics.

Like any intelligently designed offshore cruising yacht, the Selene 53 has its master stateroom amidships, the area of least pitching. This is a fabulous space for anyone who likes to relax in privacy, reading in bed or lounging on the settee along the port side. Two reasonably large hanging lockers, lined with cedar, should hold all the dressy clothing a cruising couple will need. I counted 12 drawers scattered about the master-under the berth and in cabinets around the perimeter. I don’t own enough clothing to fill these.

One of my favorite design elements was the foyer outside the master stateroom. Although I didn’t like the spiral staircase leading down to it (I think small spiral staircases aren’t safe), I loved having the door to the engineroom at the foot of the stairs to my immediate left. It provides ready access to the machinery from the stateroom for the owner and allows the engineer to come and go without disturbing the owner’s privacy.

The wheelhouse rekindled my case of wanderlust. Something about those reverse-rake windows makes me assume the role of “ship’s captain. The fat teak rim of the steering wheel reinforced the notion.

Even though I was piloting the Selene on Narragansett Bay, my imagination sent me offshore on a passage to the Bahamas. I watched the sky lighten on the horizon, trumpeting the arrival of Old Sol.

Contact: Ted Hood’s Portsmouth Marine Co., LLC, One Little Harbor Landing, Portsmouth, RI 02871. Ph.: 401-682-1712. www.portsmouthmarine.com .

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bclb New Member

Going to get a 55-65 footer. Like the open layout of the OR, but don't have a feel for the reliability, maintainability, durability, or seaworthiness of the OR. Fleming seems to be rock solid on those, but would like to hear comparisons. Marlow not really being considered.

BFOD New Member

My 2 cents - Fleming 55, no place in the engine room, i was in the market for a used Fleming 55 i was very impressed until I saw the engine compartment - GB outdated design unless to buy a new, in the EU used GB has no value anymore. if you need seaworthiness, go see a Nordhavn or Selene. The new Selene 60 explorer will be a game changer. I have seen a Selene 62 year 2009, this is a ship not a boat and you can´t compare with GB or Fleming

olderboater Senior Member

Outer Reef is a great seaworthy and well built boat. I would agree on Selene being good but that wasn't what you asked. Fleming, I'd prefer the 58' or 65' to the 55'. Fleming is unbeatable in terms of quality, although not typically a boat one uses trans-oceanic. I do like that you have a bit extra speed with Fleming. Grand Banks is a completely different type boat as a coastal cruiser. Unfortunately, things came mostly to a halt with them and now the line is being totally revamped and the new Grand Banks 60 is a fantastic boat but it's still a coastal boat, just now one with speed and performance.

PacBlue Senior Member

BFOD said: ↑ My 2 cents - Fleming 55, no place in the engine room, i was in the market for a used Fleming 55 i was very impressed until I saw the engine compartment - GB outdated design unless to buy a new, in the EU used GB has no value anymore. if you need seaworthiness, go see a Nordhavn or Selene. The new Selene 60 explorer will be a game changer. I have seen a Selene 62 year 2009, this is a ship not a boat and you can´t compare with GB or Fleming Click to expand...

mapism Senior Member

bclb said: ↑ would like to hear comparisons Click to expand...

seaworthiness depends on the cruising plans, and this is the first question one has to ask himself. Hours or days offshore. And for maintainability the Fleming 55 is the worst i have ever seen, simply not workable to enter the engine room at sea. This was the only reason i didn´t buy one. Fleming 55 will cruise happily at 10 knots, but yes maximum continuous is 15 knots ... for less than 20 hours. In short, to answer the question, first define your cruising plans.

BFOD said: ↑ In short, to answer the question, first define your cruising plans. Click to expand...

BFOD said: ↑ seaworthiness depends on the cruising plans, and this is the first question one has to ask himself. Hours or days offshore. And for maintainability the Fleming 55 is the worst i have ever seen, simply not workable to enter the engine room at sea. This was the only reason i didn´t buy one. Fleming 55 will cruise happily at 10 knots, but yes maximum continuous is 15 knots ... for less than 20 hours. In short, to answer the question, first define your cruising plans. Click to expand...

leeky Senior Member

The complaint about Fleming engine rooms is their height, or lack of it.

Engine Room Height can come with a trade off in form stability and windage in boats under 60 feet. I like the trade off as the Fleming has an appealing low profile, easy to board and get around and is easy to maneuver in a blow in close quarters.

Slimshady Senior Member

Owned a outereef 73, c 18 , boat is well built and jeff stood behind his boats. When I'm in the market for that style of boat I would buy another. She had lots of room in engine room and systems were well laid out and accessible. The Taiwanese yard builds a solid boat, with good fit and finish. Put 1100 hrs on her in 4 years with no mishaps. Hope this helps.

The complaint about Fleming engine rooms is their height, or lack of it. Click to expand...

PacBlue said: ↑ Engine Room Height can come with a trade off in form stability and windage in boats under 60 feet. I like the trade off as the Fleming has an appealing low profile, easy to board and get around and is easy to maneuver in a blow in close quarters. Click to expand...

Capt Ralph Senior Member

olderboater said: ↑ but also talk to existing and former owners. Click to expand...

bayoubud Senior Member

You might want to add the 54/62 Offshore to consider. Many like them better than the Fleming. Similar design and quality, with less exterior maintenance.

olderboater said: ↑ Fleming does work to keep the air draft on the 55' at 16'. Still, the ER height, while not tall enough for many of us to stand, is very good for a 55' boat and the walkway between the engines quite accommodating. Stabilizers were mentioned and they're fully accessible with nothing in the way. They are intentionally left open. The Outer Reef 58' is not standing height if you're over 6' tall either, with a very similar ER design. One just needs to check for themselves, but also talk to existing and former owners. Click to expand...

maldwin Senior Member

I have never met a Fleming owner who didn’t like his boat. Best, Maldwin

maldwin said: ↑ I have never met a Fleming owner who didn’t like his boat. Best, Maldwin Click to expand...

Kapn Member

BFOD said: ↑ Thx, My remark was about the maintainability and its engine room. Go inside with hot engines, …. you will burn yourself. Try to access – repair the stabilizers or genset, good luck Most Fleming owners have deep pockets, and in general maintainability it is not there problem. Click to expand...

Kapn said: ↑ Stabilizers were uncovered, unlike some motoryachts where they get hidden with cabinetry. Click to expand...

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Source: Dennis Caprio, Yachting Magazine

Attention to detail is strong on this ‘mini-megayacht’.

I had to laugh.

Maneuvering the Selene 53 in tight quarters is laughably easy because the design team had the sense to specify a bow thruster and a stern thruster as standard. These two features are part of the scheme to market the Selene models as “mini-megayachts”. An almost obsessive attention to the details tells me the company is on the right course.

This particular example of the 53 was packed to the rafters with cruising stores and gear and was scheduled to head south for the winter the day after my visit. A final tweak of the Naiad stabilizers added a day to the preparations and opened the door for my sea trial.

The Selene 53 is a displacement motoryacht meant for long-range cruising. She’s big for her length-beamy and tall-but her shape below the waterline and single engine create a fuel-efficient package. The big slow-turning prop that goes with this combination bites substantial chunks of water with each revolution, so the yacht responds instantly to increases in throttle. I’ll wager a good helmsman could back and fill this little ship into (or out of) nearly any space that’s able to accommodate her dimensions.

We snuggled right up to the boats opposite our slip, stopped her dead, then spun her around to face the exit channel. Piece of cake. Motoring past the astonishing variety of yachts tied up at the Hinckley yard in Portsmouth, Rhode Island, the Selene’s robust Cummins 6CTA8.3M3 rumbled under its breath somewhere in the bowels of the yacht. It radiated a tactile sense of its presence more than an auditory one. Indeed, the sound in the wheelhouse at idle speed struggled to reach 60 decibels, and that was due more to the occupants’ moving around (our crew numbered seven) than the engine.

After clearing the breakwater, we turned south and headed toward the Jamestown Bridge, wind on the nose. A wind speed of about 20 knots stacked up short, steep seas of 2 to 3 feet, but the 53 treated these conditions as nothing more than a routine annoyance. Below DWL, the 53 has a fine entry and some hollow in her waterlines above the bulb. The transition to maximum beam is relatively abrupt, but the bulb fools the water into believing otherwise.

Soft chines forward sharpen to hard chines near amidships, and from there to the transom, the run stays flat, much like that of a ship. It sweeps up to let solid water flow to the prop and rudder. A keel of barely discernable drag (becoming deeper aft than forward) provides directional stability, helps damp roll and protects the prop and rudder during grounding. This flat bottom also damps roll, especially when the boat’s at rest, but it also should do so in relatively big seas taken on the beam.

Active stabilizers, such as the Naiad with Datum Controller on the Selene, take most of the drama out of heavy-weather cruising. I noticed their effect as soon as we left the harbor. The 53 heeled the tiniest bit from taking the wind on the beam, but the seas didn’t disturb her composure. The skipper made a series of long turns to port and starboard, letting the system check roll. A small display on the Naiad’s control head graphically showed the fins (71/2 square feet of surface area in each) at work, pivoting like flippers on a pinball game. All of us were surprised at how quickly they responded. When we disengaged the stabilizers, the 53 heeled outboard predictably and gently with each turn. The adaptive mode of the Naiad system lets the computer learn the boat’s characteristics in a variety of sea states. Neat.

Meticulous detail in the design and construction often spells the difference between a good cruising yacht and a great one. You’ll never want for a convenient and solid handhold aboard the Selene. I found them on the overheads, above the companionways, in the heads. Three handholds were stacked high, medium and low on the overhead in the companionway from the wheelhouse down to the galley for crew members of varying heights.

Fiddles are high, and the ones on the galley counters are molded into the Corian to prevent the inevitable leaks and damage caused to wood fiddles attached to flat Corian countertops. A lovely wooden railing guards the inboard, open side of the stairs leading from the wheelhouse to the flying bridge. The wood in this case is icing; it hides a real railing made of stainless steel. This steel core lets the railing exceed international standards for breaking strength.

In the galley, which is sensibly arranged for cooking offshore in a seaway, I found slide-out shelves behind the stove. No need to stretch over the stove. A dedicated jar/spice rack occupies a space above the counter. A Grunert holding-plate freezer drives off the engine and should provide sub-freezing temperatures when you need them, even in the tropics.

Like any intelligently designed offshore cruising yacht, the Selene 53 has its master stateroom amidships, the area of least pitching. This is a fabulous space for anyone who likes to relax in privacy, reading in bed or lounging on the settee along the port side. Two reasonably large hanging lockers, lined with cedar, should hold all the dressy clothing a cruising couple will need. I counted 12 drawers scattered about the master-under the berth and in cabinets around the perimeter. I don’t own enough clothing to fill these.

One of my favorite design elements was the foyer outside the master stateroom. Although I didn’t like the spiral staircase leading down to it (I think small spiral staircases aren’t safe), I loved having the door to the engineroom at the foot of the stairs to my immediate left. It provides ready access to the machinery from the stateroom for the owner and allows the engineer to come and go without disturbing the owner’s privacy.

The wheelhouse rekindled my case of wanderlust. Something about those reverse-rake windows makes me assume the role of “ship’s captain. The fat teak rim of the steering wheel reinforced the notion.

Even though I was piloting the Selene on Narragansett Bay, my imagination sent me offshore on a passage to the Bahamas. I watched the sky lighten on the horizon, trumpeting the arrival of Old Sol.

Project Description

San Diego, CA

$660,000.00, share this listing, listing specifications.

Deck Layout

LAYOUT: Machinery Spaces and Living Quarters

LAYOUT: Main and Lower Deck – Saloon, Galley, Pilothouse

LAYOUT: Upper Boat Deck and Flybridge

Please check out the Selene 48  Highlander website: https://selene48forsale.com/

Listing Broker

Eric Bescoby +1 626.818.5053 [email protected]

Contact Eric

Talk Through Tour

Jeff Merrill +1 949.355.4950 [email protected]

Contact Jeff

The Selene brand of trawlers are extremely capable and there are now several hundred out cruising. By sales volume, the Selene 48 has been one of their most popular designs.   Highlander is hull number 21 in the series. She was ordered to accomplish what is most desirable for a cruising couple; two staterooms, dual side decks, stabilization, and thrusters. Her current owners have enjoyed and cruised the east coast and Southern California for the past 5 years, making improvements and fine tuning to keep her fresh. The owners’ family members have moved East, and they are moving back to land to be closer to them.  They have decided to put Highlande r on the market and offer this amazing platform to allow someone else to take the helm and go exploring.

ACCOMMODATIONS & LAYOUT:

MAIN SALOON:

It is easy to understand why the Selene 48’s  dual side deck design is one of the most popular layouts among owner operators. From the cockpit and entering the main saloon through the Diamond Seaglaze Dutch door, a warm, large, and welcoming space shows off Highlander’s superb craftsmanship. A built-in entertainment center houses a Vizio 24” flat screen TV, which is accompanied by an Alpine entertainment system. Seating accommodations include an L shaped settee to port, and twin chairs to starboard. Hatches in the galley/saloon sole provide quick and easy access to the engine room machinery space below.

• 24” Vizio flat screen TV with DVD
• Teak and holly flooring
• Exposed ceiling beams with wood caps
• Teak overhead grab rail
• Alpine home theater surround sound system
• Cruisair air conditioning
• Diamond Seaglaze Dutch door
• Side and aft windows
• Hi/lo teak table to port
• L-shaped settee to port
• Twin chairs to starboard

Sharing the same space as the saloon is Highlander’s large galley. A U-shaped counter-top laid with Corian, and premium appliances make for a very convenient meal prep area. Appliances feature a Franke stainless steel sink basin, Force 10 LPG gas three burner stove with oven, Tundra upright DC/AC refrigerator/freezer, GE Spacemaker microwave/convection oven, custom galley bar with glassware storage and a Raritan icemaker in a cabinet located next to the steps to the pilothouse.

• Franke stainless steel double sink basin
• Force 10 LPG gas three burner stove with oven
• Tundra upright DC/AC refrigerator/freezer
• GE Profile Spacemaker microwave/convection oven
• Custom galley bar with glassware storage
• Raritan icemaker
• Corian countertop
• Teak and holly sole

PILOTHOUSE:

Leaving the galley, you go forward up four steps to starboard to arrive at the pilothouse. Highlander’s pilothouse was built for the long-distance cruiser who demands both comfort and functionality. Enjoy the panoramic views of your cruising grounds through her large windows. Laid before her operator is an extensive array of easy to reach and adjust navigational equipment and wooden destroyer wheel.

Behind is a large settee with cabinetry as well as a day bunk behind. Lower chart drawers are built into this. A table makes the settee ideal for dining. Port and starboard of the pilot house are Diamond Seaglaze Dutch doors for access to the Portuguese bridge and side decks.

• Selene Safety Panel with alarms and indicators
• Two Raymarine E120 multifunction displays: GPS/Radar/Chart Plotter/Fish finder/AIS
• Raymarine ST290 multifunction display: depth/speed/autopilot
• Raymarine ST290 Pilot autopilot controller
• Raymarine ST290 wind speed/direction indicator
• Raymarine ST100 autopilot wireless remote
• Hynautic steering
• Kahlenberg airhorn control
• Exalto windshield wiper/washer controller for the three 24VDC windshield wipers
• Mastervolt charge controllers
• John Deere main engine display panel with Murphy electronic and analog gauges
• Northern Lights generator instrument panel
• Village Marine reverse osmosis water maker control/display
• Naiad Marine Systems stabilizer controller and display
• Side-Power bow and stern thruster controls
• Windlass controls
• Naiad stabilizer controls
• ACR spotlight control
• ICOM IC-M602 VFH radio with hailer and automatic foghorn
• ICOM Commandtec II VFH radio
• Mastervolt charger controller
• Mastervolt inverter charger controller
• Tank-level indicator for water and fuel tanks
• Cruisair air conditioning control
• First Alert Smoke and CO alarm
• VDO rudder position indicator
• 5” Danforth compass
• Raritan Icerette icemaker
• Chart table

Port Stairway to living quarters :

To port of the galley are four steps leading down to Highlander’s living quarters.

GUEST STATEROOM – Port:

The guest stateroom is to port at the bottom of the staircase with over/under berths and Tempurpedic mattresses.  Ocean Frigast reading lights are present for each berth.  There is storage under the lower berth. There is a large cedar-lined hanging locker with automatic interior light, and overhead cabinets. There are two opening portlights outboard. The guest stateroom, like the rest of the living spaces, is comfortably air-conditioned. The sole is teak and holly.

GUEST HEAD – Starboard:

Across the passageway from the guest stateroom is the guest head. The shower is a full stand-up model with teak flooring grate. A Tecma freshwater head, Corian counter, and granite sole complete the space.

• Tecma freshwater head
• Stand up shower with teak flooring grate
• Corian counter tops
• Granite sole
• Mirrored medicine cabinet

OWNER STATEROOM :

The owners stateroom is located forward with a large overhead hatch for maximum ventilation with Ocean Air sliding shade and screen.  The queen sized bed is fitted with a custom memory foam mattress that is hinged for easy storage access underneath. There are opening portlights to port and starboard with heavy-weather covers that also can be used for privacy. The entire room is lined outboard with beautiful teak paneling. This is a very well-lit area with lots of attractive hidden accent lighting. There are hanging lockers and a teak and holly sole.  There is a Samsung flat screen TV mounted on the aft bulkhead.

• Custom memory foam queen mattress
• Cruisair climate control
• Ample drawer and closet space
• Samsung 22” flat screen TV with DVD
• (4) opening portlights outboard
• Storage beneath the bed

OWNER HEAD:

The owners head is just aft of the stateroom to starboard.  The 6’3” standing headroom shower includes a teak slat seat and teak flooring grate on the drain pan.  This is a large head that features a Tecma fresh water toilet, sink and granite counter. There are mirrors, cabinets, a medicine locker and plenty of room for his and hers toiletries.

• Standup shower with teak bench and teak flooring grate
• Corian countertops
• Granite flooring
• Medicine cabinet

WORKING AREAS:

ENGINE ROOM:

Entering through the door on the aft bulkhead of the lower level passageway, the engine room is where Highlander’s heart rests, a powerful 267 horsepower John Deere 6068CFM diesel engine. The Northern Lights 12kW generator sits behind the engine and is mounted athwartships.  Diesel fuel transfer is handled by an elaborate but user-friendly ESI Total Fuel Management system. The forward outboard alcoves allow access to the Naiad active fin stabilizers. The engine room also includes a Fire Boy fire suppression system and Torrid water heater.

• John Deere 6068CFM 267 HP main engine
• PSS dripless shaft seal
• Dual Racor fuel filters for main engine and generator with water alarms
• Northern Lights 12 kW generator
• ESI Total Fuel Management polishing system
• Naiad 252, 6.0 sq. ft. hydraulic active fin stabilizers
• Torrid 20-gallon 120VDC water heater
• Access from lower-level aft bulkhead door, and saloon/galley sole
• Fire Boy fire suppression system
• Reverso GP-3015 oil changer for main, transmission, and generator
• Fiberglass fuel tanks
• All batteries are Lifeline AGM
• 4D batteries for house service bank
• 4D batteries for main engine start
• 4D batteries for generator start
• 4D batteries for both bow and stern thruster

Widely considered the ‘garage’ among fellow cruisers, Highlander’s lazarette is accessed from the cockpit via a large floor hatch with lock. There is room for storing larger items that you do not desire in the living interior spaces of the vessel.  There are several through hulls serving various duties – all easy to get to. Lifeline batteries, stern thruster, and built in freezer are all housed here for convenience.

• Mastervolt inverter/charger, 4000 watt
• Side-Power stern thruster
• Hynautic hydraulic steering system
• Grunert cold-plate freezer
• Battery storage
• Village Marine 600GPD reverse osmosis water maker

SWIM PLATFORM:

Highlander’s oversized swim platform makes for a convenient and secure location to board via dinghy, or for swimming activities. Stainless steel staples add to the swim platforms security.  A folding ladder is mounted underneath the swim platform and is accessible by water.

• Transom boarding gate
• Mounted folding swim ladder

The cockpit is great for fishing during long blue water travels. There is a boarding gate on the transom as well as on both the port and starboard side decks.

• Three boarding gates (transom, port, starboard)
• Hot and cold freshwater cockpit shower
• Varnished teak cap rails
• Lazarette access
• Saloon access
• Drawer storage
• Shore power connections – (1) 50-amp for house, (1) 50-amp for AC, (1) Telephone/Cable

SIDE DECKS and PORTUGUESE BRIDGE:

Highlander is a dual side deck model with port and starboard walkways for ease of dockside fender and line handling.  Walking from the cockpit forward along either walkway and up a few steps is Highlander’s protected Portuguese bridge. The Portuguese bridge wraps around the pilothouse and provides those aboard a safer way to traverse the external spaces of the yacht. There are also high boarding gates to starboard and port. A hinged door gives access to the ship’s foredeck. Note: There are no cushions on the Portuguese bridge seats above the storage lockers.

The Foredeck is entered through a hinged door from the Portuguese bridge.  You have shore power connections forward – in addition to aft – and a deck hatch which provides natural airflow into the Owner stateroom. The ground tackle arrangement allows for two anchors and includes an electric horizontal windlass and is backed with a stainless steel Sampson post. At the forward face of the Portuguese bridge is a built-in seating area and storage beneath. There is also storage space just forward within the waist high bulwark.

• Ideal H3M horizontal electric windlass
• 65 lb. Bruce anchor with 300’ of 5/8” chain
• 75 lb. CQR anchor with 300’ of 5/8” chain
• Raw water washdown
• Freshwater washdown
• Shore power connections: (1) 50-amp for house, (1) 50-amp for AC, (1) Telephone/Cable

The boat deck is accessed inside by ascending the port side stairway in the pilothouse. This incredibly large deck is directly over the saloon. There is an Aritex 600 lb. hydraulic crane installed for launching and retrieving the 2005 AB 12DLX powered by a 30 HP Honda outboard. Stainless steel railing outlines the boat deck to help secure crew and guests. This is another popular location for guests to relax and lounge with outdoor furniture.

• Aritex hydaulic crane (660 lbs.)
• 2005 AB 12DLX with Honda 30 HP outboard
• Dinghy mount rails and tie down, dinghy cover
• Secure stainless-steel railing

The view from the flybridge is spectacular and a wonderful place to operate the yacht. It also serves as a great place to relax and enjoy your anchorage. The area is protected by a full-width Stamoid bimini top.  There are two Pompanette helm chairs forward of a fiberglass table and a built-in bench with storage underneath. There is a storage cabinet to port with a stainless-steel sink and a built-in Magma Avalon barbeque with separate propane supply tank.

• (2) Pompanette captains’ chairs
• Settee with fiberglass table
• Destroyer stainless steel wheel
• John Deere Instrument panel
• Raymarine MFD
• Raymarine autopilot
• Bow and stern thruster controls
• ACR search light control
• Danforth compass
• ICOM M504 VHF
• Rudder position indicator
• Stainless steel sink
• Magma Avalon barbeque
• Propane tank

OWNER IMPROVEMENTS SINCE PURCHASE:

• Replacement of main engine room blowers 2019
• Added saloon hatch to access engine room aft of the generator 2019
• Owner Stateroom queen mattress replacement 2020
• Replaced 2 ½” x 13’ stainless double taper shaft, fore and aft cutlass bearings and PSS dripless shaft seal 2021
• Stabilizer reinforcement 2021
• Stabilizer hydraulics replacement 2021
• Canvas and top-side cushion replacements 2021
• Ice Maker 2022
• Saloon & pilot house HVAC condenser and evaporator s 2024
• Vessel Vanguard Pro maintenance program

BROKER COMMENTS:

The Selene 48 is surely a head turner in any marina or anchorage. Her stout design and methodic craftsmanship make for a highly sought after vessel. Highlander offers incredible value in the long-range cruiser market. Her current owners have loved her well and have high hopes of passing her on to deserving owners.

EXCLUSIONS:

Potential purchasers should assume that items on the vessel at the time of viewing, but not specifically listed on this sheet, are not included with the sale of the yacht.  These specifications are believed to be true and correct but cannot be guaranteed. Items excluded include, but are not limited to; paintings, books, personal items in lockers and drawers*, Scuba diving gear, fishing rods and reels, SUP and paddle, loose items in lazarette that are not boat specific, tools, decorations in staterooms, bedspreads, comforters, bed pillows, all towels, kitchen supplies (pots, pans, dishes, silverware), antique nautical items and binoculars. *Owner’s personal effects and clothing will be removed prior to closing.

DISCLAIMER:

Specifications and details of this vessel are provided in good faith for informational purposes only. Details regarding the specifications, operating characteristics and condition of the vessel have been obtained from sources believed reliable, but the owner and brokers cannot guarantee or warrant the accuracy of this information or the condition of the vessel. Buyer assumes responsibility to verify all speeds, capacities, consumptions and other measurements contained herein and otherwise provided and agrees to instruct his/her agent or surveyor to confirm such details prior to purchase. Vessel is offered subject to prior sale, price and inventory changes and withdrawal from market without notice.

Brokerage : JMYS is a US based (licensed and bonded yacht brokerage in California, Florida and Washington) with an international emphasis specializing in ocean capable trawlers and recreational tugs. Our brokers are experienced boaters, most are trawler owner/operators with thousands of hours and miles at sea.  The team at JMYS has extensive trawler and motor yacht product knowledge and our skills are available for coaching after the sale has concluded.

Co-Brokerage: Fellow yacht broker association members: This listing is available for co-brokerage and JMYS is a 50/50 house. Courtesy showings are available by appointment. Florida listings subject to appropriate broker licensing required by law.

This listing specification has been approved by the sellers for accuracy. The photos, images and descriptive content are copyrighted by JMYS and may not be copied or used without specific written permission.

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SELENE YACHTS Yachts for Sale

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From our Selene 38 Voyager Aft-cabin luxury pocket-yacht to our Selene 128 super Expedition Yacht, Selene Yachts has the boat which will be perfect for your sailing plans… Sailing in the fast lane with our Artemis line, enjoying family coastal cruising on a Selene Voyager or contemplating a circumnavigation with one of our beautifully appointed Ocean Explorer, let’s talk about your dream…

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Ocean Explorer 78

Virtual Tour

Top ten long range cruiser.

From Howard Chen and Guido de Groot’s drawing board comes this prestigious yacht that will at home in the cold of the Northern Hemisphere or the fascinating warm waters of the tropics. The Selene 78 Ocean Explorer is the result of an international collaboration of designers and architects under the leadership of the Selene Design Studio (SDS).

Working closely with renowned Dutch architect Guido De Groot and a group of international consultants, SDS has developed a contemporary version of our long range yacht while capitalizing on the Selene reputation for quality, experience, and innovation in the displacement yacht sector. It’s a true and reliable explorer vessel with a stunning interior design, amazing outdoor entertainment space and the legendary Selene Yachts construction.

Technical sheet

• LOA : 78’- 6’’
• LWL : 70’- 11’’
• BEAM: 21’- 9’’
• DRAFT: 6’- 4’
• AIR DRAFT MAST UP: 31’- 10”
• AIR DRAFT MAST DOWN: 23’- 0”
• DISPLACEMENT : 238,032 Lbs (115 T)
• HOLDING TANK: 250 USG
• GRAY WATER: 250 USG
• FUEL: 2,800 USG
• FRESH WATER: 600 USG

Standard options

• Twin Cummins QSL9 405 BHP @ 2100 RPM
• Teak on Swim Platform, Cockpit and Side Deck
• Teak coaming rail for foredeck, after deck and fly bridge
• Davit upgrade to Steelhead SM2500R
• Kabola central heating system
• Ships monitoring system for all vital system onboard
• Sidepower hydraulic bow and stern thruster
• Hydraulic stabilizers
• Lightning Grounding System
• Kabola heating system
• Glendinning Cable Master

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