Alaska 46 Sedan

The queen-sized bed has been moved more to midships allowing for twin bunks to be laid up in the bow and more built-in clothes hanging space.

The saloon deck and that underfoot at the helm has been raised markedly giving headroom in the main cabin below not unlike that of a domestic home floor-to-ceiling measurement which is usually around 2.4m.

Bow and stern thrusters in the original model were optional and now present as standard and a docking control station has been installed in the portside aft wing.

It is in the layout of the saloon that the designers have really excelled. Rather than having to negotiate a typical obstacle course of furniture and bulkheads, one moves freely from the helm to the cockpit with the galley sweeping along the full portside. This ‘bowling alley’ effect has opened up the saloon and with concertina doors folded out of the way and twin hopper windows opened, one has to constantly remind oneself that they are on board a 46 footer rather than a boat in the mid fifties.

It featured the optional upgraded engines in the form of twin Cummins QSB 5.9 litre 480hp electronic diesels. Standard fit was the 7kW Onan generator and when that was not in use a Vitron 3000 inverter is utilised.

Bow and stern thrusters, dual air conditioning systems, trim tabs and Muir anchor winch are all standard fit.

As tested this Alaska has a retail price of $830,000 and this figure includes the afore-mentioned engine upgrade and the inclusion of the BEP C-Zone electrical system and the second throttle station on the back of the portside saloon wall. With the standard 425hp Cummins engines and removal of those options brings the price point back to $800,000.

The deck here is on the same plane as elsewhere in the saloon having been raised throughout compared with the first 46 Sedan. Also changed is the inclusion of a second access door out to the walk-around deck and with both open, the cross ventilation is excellent, complemented by further airing via the overhead skylight hatches.

A traditional helm wheel sits snug against the bulkhead allowing easy passage past the bench seat and a high brow console at the back of a busy instrument panel is the host area for large-screen electronics when decided upon.

The flat top leading to the front window panes features lift up hatches below which charts and other low-profile items may be stowed. In the fascia of this bulkhead, the electronic switch gear is secreted behind a stained glass sliding door.

The companionway to below decks is portside and immediately on the right when on the lower landing two large doors slide back to reveal the master cabin. The deck inside is recessed below that of the companionway and once inside the headroom is very high indeed; close to 2.4 m we estimated.

Three opening portholes on one wall and a single on the opposite in the companionway provide cross ventilation and further airing comes from the skylight opening above the foot of the bed near the forward wall in this cabin. The flatscreen TV is mounted on the wall here just below the hatch and light streaming in will play havoc with the viewing picture on the LCD screen. One has to be shifted and the cheapest option obviously is going to be the TV!

The bathroom entrance is tucked into a corner and all amenities are within easy reach. The shower cubicle is finished with smooth rounded corners for easy maintenance and a timber slat mat provides a non-slip base to stand on.

The general use bathroom is situated on the port side just before the bunk cabin entrance. The latter is in interesting design utilising what space is left in the sharp end of a boat. Yes, just reminded ourselves; we are still on a 46!

The feet end of the bunks crosses over at the forward end of the cabin and there is overhead cupboard stowage and some under the bunk bases.

As with other areas in the living quarters, generous use of mirrors has created the perception of roominess and it works well. That, along with the use of light timbers has definitely over-sized the below deck.

Material inlays are light in colour and could be easily replaced should they be on the receiving end of water damage or perhaps when one tired of the colour scheme and was moving toward a make-over.

Back upstairs, the open-air saloon concept compliments the relatively short cockpit deck which is fully covered with a hard top and the overhanging hard top along the port and starboard side walkway leading to the opposing sliding entrance doors will keep one out of the inclement weather when moving about outside.

Although not full-standing head height once inside one can easily move about in the engine room with a stooped posture. Access between the two engines is wide and passing through one can maintain the fuel filters mounted on the back wall. The battery bank secured in GRP boxes consisted of two 200Ah for house, two 200Ah for engine cranking, one 150Ah for genset cranking and one 150Ah for running the windlass and bow thrusters. 

The hull is hand-laminated using fibreglass chopped-strand mat, woven roving on a high-strength fibreglass stringer system. There is timber used in the hull construction.

The deck is hand-laminated fibreglass sandwich construction on which a half-inch solid skin dried teak layer is embedded using epoxy resin.

The structural bulkheads are of 25mm foam sandwich and the hull-to-deck join is through bolted at around 22 cm centres then overlaid with fibreglass.

However, it's always nice to jump into the helm seat of a traditional shaft-driven boat, especially when it is blessed with good manners as is the 46 Sedan.

At the dock the bow thrusters performed as they should and the hull was quick to react to the throttles when manoeuvring in tight situations.

Out on the Broadwater she was responsive at the throttles and her 16-tonne displacement mattered not to the pair of Cummins. Cruising with the rear saloon doors open along with the adjoining hatches the resonating thump of the Cummins exhaust at slow speeds failed to exacerbate further under hard throttle and ambient noise was well within the acceptable range even at full throttle.

At idle, each engine consumed around 6.7 litres per hour and at a cruising rpm of 2200 you can expect 32 litres per hour through the injectors. WOT of 3300 rpm realised 26 knots with fuel consumption just over 100 litres per engine.

Working the throttle through the range will show the pair of Cummins exhibit excellent torque and from mid throttle to full, one experiences a definite lift at the bow and momentum is quickly gathered.

It is also very responsive at the helm when underway and reacts quickly to trim tab application.

In the class of 46, this Sedan certainly stands out. Its classic lines and home comforts are many and fit well into a relatively small boat. Sometimes you just cannot beat some tradition and class and the Alaska 46 Sedan has got both.