AMM 8000 Tournament Inboard

AMM, as the company is best known, specialises in the production of deep vee plate alloy monohulls from 6.8m through to 10m in length.

A semi-production range is available with the company’s Tournament and Weekender models, but the AMM team will also build to custom order.

A fine example of AMM’s custom work is the subject of this test report, the AMM 8000 Tournament Inboard.

The cabin and hard top were extended and raised for more cabin room and weather protection, and the overall length of the hull increased with the addition of a larger rear boarding platform and the extension of the topsides and outer hull chines. These modifications have increased the overall hull length from 7.7m to 8.3m -- including the bowsprit.

The interior layout of the 8000 Cruiser is custom designed and a large range of accessories have been added. They include, but are not limited to a 220-litre fridge/freezer on the port side of the saloon area, freshwater deck wash (with 2 x 50-litre holding tanks), deck shower, cabin galley unit with two-burner diesel stove, sink, storage, 12-volt hot water system, desalination unit (in starboard-side helm seat box), full camper covers to enclose the rear cockpit, insect screens to cabin windows, custom helm station with an array of Raymarine electronics, electric flushing toilet, 500-litre sub-floor fuel tank, multiple batteries, upgraded alternator for battery charging, Hella LED cabin and cockpit lighting, Stress Free anchor winch, and a Vetus 150mm bow thruster.

All of the above features (and others not listed) are in addition to the standard equipment included with AMM Tournaments models. There is so much custom gear in fact that AMM has advised that the price for the test package will be given out on application only.

As a guide however, the starting price for the 8000 Tournament Inboard comes in at $135,786. This includes AMM’s regular deluxe fit-out package (check the AMM website for full details) combined with a custom-made alloy trailer and a 280hp Steyr diesel inboard mated to a MerCruiser Bravo 11 sterndrive leg.

With a single 250hp Suzuki four-stroke outboard, the BMT price drops further to $114,295.

The starboard side berth is the longest at 2.7m. The port side berth is shorter (but still 2.07m) due to the galley station situated at the foot of the cabin entryway.

There is ample storage space throughout the cabin and the electric flush toilet is tucked away under the starboard berth, below the enclosed wiring box.

At the cabin entryway there is full standing headroom, though this tapers down going forward. There is about a metre of headroom over the berths in the main part of the cabin so the area feels quite open and spacious.

A hatch in the forepeak opens to provide access to the foredeck -- though it is just as easy to climb around the cabin sides.

A Stress Free brand anchor winch was fitted to the test boat, flush fitted below the foredeck in the very larger anchor well.

Back inside the cabin, the galley set-up up looks to be practical and there is plenty of storage space. To save weight, the galley unit is made from a foam-core composite material instead of alloy.

The hard top on the boat is made from the same composite material. I’m told the construction of this special hard top and galley was both time consuming and costly -- but was worthwhile because it saved around 700kg in weight. The BMT weight of the test rig is a comparatively light weight 3,300kg. It would have been closer to 4,000kg with a regular alloy hard top and galley unit.

Galley features include a two burner stove and sink with hot/cold running water. Unusually, the stove runs off diesel not gas as the owner did not want any flammable materials or liquids onboard the boat.

A fold-out table provides space for food preparation, but more bench space would be useful.

Separating the lower cabin from the helm or saloon area is a full bulkhead, but instead of a cabin door, the test boat was fitted with a zip-up canvas privacy screen. A hatch and lock-up cabin door is an option for those who would prefer to secure the forward cabin.

One of the most striking aspects of the helm area is the amount of head room under the hard top and the height of the dash and instrument panel.

The helm position is also elevated -- to the extent that there is a step beneath the Reelax helm chair to help you climb up into it. Once you’re up in the chair though, the comfort factor is pretty good -- although the foot-rest provided was a bit too narrow.

The view through the reinforced glass windscreen is excellent, and the up-sized glass side windows slide open for good ventilation and vision.

From the helm, all the electronics and engine gauges are easily sighted and the stainless-steel steering wheel and throttle are well placed and comfortable to use.

In the test rig the Reelax helm chair was pedestal mounted above a box which contained the onboard Horizon Seafari mini desalinator. This small, but pricey unit is capable of making 27 litres of freshwater per hour.

Opposite the helm chair and desalinator was a big fridge/freezer box with 130 litres of capacity for the freezer, 90 litres for the fridge. A cushion can be clipped down over the top so that it can be used as a passenger seat -- though I would have preferred a proper helm chair.

Moving aft, the sealed, self-draining cockpit is long and wide, although the Steyr inboard engine box restricts the amount of walk-about space.

Overall, cockpit length from the cabin bulkhead to the transom wall is 3.6m. Behind the helm seat boxes the length is 2.33m by 2.34m wide.

The internal freeboard is a constant 700mm all the way around the cockpit. The side storage pockets are 160mm wide and extend the full cockpit length.

Full length stern rails and six built-in rod holders grace the 240mm wide side coamings.

Kill tanks are located under the floor on each side, while overhead, under the hard top is a horizontal rod storage rack.

Other features include a port side transom door, railed-off boarding platform and ladder, vertical alloy rod rack, cutting board, cushioned engine box cover, heavy duty stern cleats and a bilge access hatch.

The MO286 is not the latest in the Steyr diesel line-up (following the release of the SE series in mid 2012), but this 3.2-litre six cylinder, turbocharged and intercooled engine is able to punch out a healthy 280hp @ 4300rpm.

The Steyr diesel proved a good engine choice for the AMM 8000, pushing the craft to a top speed of 33 knots. The big diesel has plenty of torque so the boat accelerated strongly through the low and mid range.

Feeding the Steyr diesel was an underfloor fuel tank with a custom capacity of 500 litres. Standard models come with 240 litres.

The installation of the Steyr diesel looked neat and tidy and there was ample space within the engine box for servicing and maintenance.

The hydraulic steering was very good and the boat felt quite nimble in high-speed turns.

At docking speeds the manoeuvrability of the test boat was boosted by the fitting of a Vetus bow thruster. With the push of a button and joystick, you can quickly compensate for current or wind drift when coming into a boat ramp or marina berth.

With regard to ride comfort there are few boats in this size range capable of bettering the AMM 8000 -- in aluminium or fibreglass. The boat rides softly through chop and swell, and with its reverse chines and high topsides it is also quite dry.

Stability at rest was excellent and in a following sea (what little there was on the test day) the hull handled well and tracked straight.

Coastal passage making is genuinely possible with the AMM 8000 due to its level of equipment, build quality, fuel range and inherent seaworthiness. This is not a boat for beginners, but experienced boaters will appreciate all it has to offer.