- View Full Specifications
- Engine/Fuel Type:
- Single / diesel
- Located In:
- Southport, NC
- Hull Material:
- Current Price:
- US$ 239,900
Only due to unfortunate circumstances make this boat available. The boat is a one owner, custom ordered from the builder. Only 715 Hours on a single Cummins 5.9 L 230 H.P. common rail diesel. She is loaded with options and is excellent condition. Ready for her next adventure!
- Interphase Probe forward looking sonar system
- Vetus bow thruster with 6-blade propeller, remote handheld controller, and independent battery system
- Side-Power SE 80 stern thruster with handheld remote controller and dedicated battery/charging system
- Raymarine E-120 integral chart plotter/radar scanner/satellite-portview navigation/speed/depth sounding systems (upper and lower helm stations) with Navionics Platinum chart system
- Raymarine autopilot T12060G system with handheld remote control
- Raymarine RS125 GPS sensor
- Raymarine DSM300 digital depth sounder
- Raymarine 4kW 24” radome scanner
- Onan 9.7 kW generator in sound shield w/ 250 hours
- Raymarine CAM 50 engine room camera/monitoring system (fore/aft)
- SmartCraft engine/transmission monitoring system (lower helm station)
- Nautley dinghy ramp davits
- Raritan Electro-Scan Type 1 MSD electrode head system
- Zodiac coastal canister life raft, cradle, and hydrostatic Hammar H20 automatic release system
- Zantrex Truecharge 40+ battery charging system with remote panel at lower helm station
- Zantrex Link 2000 battery inverter/charging system with helm station monitor
- Tacktick wireless wind speed/relative angle instrument syste
- Forespar Lightning Master static dissipater
- Flex Steel Captains Chair at Fly Bridge
- Four sided enclosure with U-Zips
- Magna Grill
- Lewmar H3 1000 Gypsy/Drum windlass with foredeck and upper station controls
- HydroBubble 55# primary anchor with 25' of BBB chain and 250' Samson Brait rode
- Granite Counter Top in Galley
- Teak & Holly Sole
Mike Stidham 910-515-4122 Call or Text
Please contact Mike Stidham at 910-515-4122
Additional Specs, Equipment and Information:
LOA: 40 ft 0 in
Beam: 13 ft 6 in
Maximum Draft: 4 ft 0 in
Bridge Clearance: 19 ft 0 in
Dry Weight: 28000 lbs
Total Power: 230 HP
Engine Brand: Cummins
Engine Model: QSB 5.9
Engine Type: Inboard
Engine/Fuel Type: Diesel
Engine Hours: 725
Engine Power: 230 HP
Fresh Water Tanks: (140 Gallons)
Fuel Tanks: (300 Gallons)
Holding Tanks: (40 Gallons)
Number of cabins: 2
Number of heads: 1
"Antares" is a popular Mariner Yachts International sedan model offering two staterooms,
a lower helm, a covered aft deck with same level access to the salon and side decks, a large
fly bridge entertainment area, an efficient single engine, plus a bow and stern thruster. She has a beautiful
Teak interior, but because of her large side windows, portlights and overhead deck hatch in the
master stateroom, she is also light and airy throughout. She is turn-key and ready for her new
40' Mariner Sedan Vessel Walkthrough
From the covered aft deck, you can access each side deck on the same level or the salon on the same level through the sliding glass/Teak door. Once inside the salon, you will find a Custom designed main saloon/galley, navigation/desk area including two drop-down galley cabinets, granite counter tops and drop down galley counter, navigation station folding chair and foot rest, integral desk, and sliding chart table with integral navigation tool/chart drawer and cabinet/closet Step down a few steps and you find the guest stateroom to port, the master stateroom forward and the head to starboard. The engine room access is through hatches in the salon sole. The flybridge is accessed via a stainless steel/Teak ladder from the aft deck.
40' Mariner Sedan Accommodations
"Antares" offers a master stateroom forward with a centerline queen size berth, with direct
access to the head, and a guest stateroom with over/under bunks to port. The head is to
40' Mariner Sedan Master Stateroom
The master stateroom is located forward and offers a centerline queen size berth, overhead
hatch and 2 portlights, 2 hanging lockers and shelves. The head is to starboard.
40' Mariner Sedan Guest Stateroom
The guest stateroom is located to port and offers over/under bunks, hanging locker, 2 portlights,
reading lights, storage drawers and a fan. The head is to starboard.
40' Mariner Sedan Lower Helm
The lower helm is located starboard forward in the salon and offers a full console, helm seat
and side deck access door.
40' Mariner Sedan Aft deck
The aftdeck offers shade with the flybridge deck overhead, same level access to the
salon and side decks, built-in seats/storage aft, transom door to the swimplatform, lazarette
access and non-skid deck.
40' Mariner Sedan Flybridge
The flybridge offers a Bimini top, hinged mast, console forward, helm seat, seating (with storage
underneath) on both sides and aft and spreader lights.
40' Mariner Sedan Electrical System
-Onan 9.7 KW generator with sound sheild
- Xantrex Freedom Marine 2000 watt inverter and monitor panel
- Blue Sea battery switches
- Xantrex TrueCharge 40 amp battery charger
- 4 X 6vdc house batteries (440 amp hours total)
- 2 X 8D start batteries
40' Mariner Sedan Engine /Mechanical Equipment
- Cummins QSB 5.9 230 hp main engine
- Cummins SmartCraft engine control panel
- ZF Hurth gearbox
- Morse engine controls
- Groco sea strainers
- Dual Racor 75/500Max fuel filters
- Gulf Coast fuel polishing system
- Oil-Xchanger oil change system
- PSS dripless shaft seal
- Vetus bowthruster
- Side power stern thruster
- Isotemp 6 gallon stainless steel water heater
- Cool Man reverse cycle air conditioning system
- Raritan SeaEra electric toilet
- Seastar hydraulic steering system
- -Glendinning engine synchronizer
- 2" stainless steel shaft
- 24.2" X 18.3" bronze 4-bladed propeller
- FRP fuel tanks
Passagemaker Magazine Review of Mariner Orient 40'
Mariner Yacht's Orient 40 Sedan
01 Nov 2004
Mariner Yachts, a production-boat builder and yacht brokerage based in Kent Island, Maryland, has produced the Orient 40, an ideal entry-level cruiser well-suited to both couples and families alike. The seaworthy, traditional design is pleasing to the eye and functional, with affordability playing a key role in achieving this balance.
When I was about 10 years old, a neighbor owned what I thought was a serious yacht. While impressive in a vintage sort of way, even by today’s standards, this “yacht” was, in reality, a 28-foot, plywood-hulled cabin cruiser built by one of the premiere production-boat builders of the day. Madcap, as she was named, had a spacious main saloon with great natural lighting and ventilation afforded by large opening windows (there was no seagoing AC in those days, and few boats had generators), a comfortable V-berth, a functional galley and a cockpit that was ideal for grown-ups and kids to relax and play in, respectively. The family that owned and enjoyed Madcap lived aboard, at anchor for weeks at a time, during the summers. The father commuted to the nearest dock and his waiting car—and the children to swimming lessons—via a 13-foot Boston Whaler.
When I first set foot aboard the Orient 40, I immediately thought of that boat from my childhood functional, good looking and affordable. (Madcap’s owner, a Navy veteran of three wars, a consummate mariner and my first boat mentor, worked for pre-divesture Bell Telephone.) There’s something to be said for sticking with a good formula. Interestingly, the president of Mariner Yachts, Steve Smith, told me that many of his customers are active-duty Navy and other armed forces personnel as well as folks from the fire department and other municipal services.
Mariner Yachts, not content just to sell other manufacturers’ boats, has been commissioning the design and construction of its own line of trawlers for five years, in which time they’ve completed more than 50 vessels. Smith, a former commercial fisherman and production fiberglass-boat builder himself, appreciates seaworthy designs and robust construction.
Built in one of two Chinese facilities near Shanghai or Fuzhou, the Mariner boatbuilding staff produces several Orient models, including 34- and 38-foot models and soon a pilothouse version of the Orient 37 and 46.
When I saw the Orient 40 for the first time, as she cruised amongst the vessels moored on the Annapolis waterfront, flanked by a Grand Banks Classic and a Nordhavn 50, my immediate thought was, “This is a good looking boat—she’s all business.” Perhaps it’s my Italian ancestry, but no matter how well something works, if it doesn’t look good, I simply can’t embrace it. With her high bow, ample bulwarks, rugged deck hardware and beefy rails, the Orient 40 fits the mold, and she looks good. Does she, however, have what it takes to be a serious passagemaking trawler? Let’s see.
HULL AND DECK
The Orient 40’s hull construction is a testament to the tried-and-true methods of fiberglass boat construction. Low-tech, perhaps—no resin infusion or vacuum bagging here—however, a carefully supervised hand layup carried out by experienced personnel makes for an extremely strong, longlasting laminate. A solid layup with polyester resin that uses no chopper guns or core material is protected from osmotic blistering below the waterline with an application of Interlux Interprotect epoxy barrier coat at the factory. This makes for a virtually blister-proof structure (Mariner’s hull warranty is 1 year, but they should consider making it at least 5) that, according to owner Steve Smith, has yet to show a single blister or delamination defect in the half decade he’s been building them.
A hefty, three-quarter-length molded-in rub/splashrail clad in stainless steel makes for worry-free docking, while traditional teak caprails complement the high bulwarks. Exterior teak, incidentally, is kept to a reasonable minimum; caprails, flybridge coaming trim, eyebrow and little else are adorned in this material, making upkeep a manageable task. On this model, they were allowed to weather naturally, which is my preference. As a boatbuilder, I am particularly sensitive to less-thanperfect gelcoat finishes, and I was not disappointed in the one found on the Orient’s hull. It’s smooth, fair, virtually free of flaws and finished in an attractive and traditional faux-plank design.
Clearly, the Orient 40’s deck layout received considerable thought during the design process. I was unable to find any obvious design slipups or oversights, so common in today’s AutoCADoriented world. Good old-fashioned maritime design practices make for decks that are well laid out and easy to move around on. I’m especially fond of wide side decks, which many builders appear to have foolishly forsaken for wider saloons. Whether in a seaway or during docking, I’d rather have room to move fore and aft quickly, which requires that you be able to do so without resorting to the sidestep. The Orient’s side decks are wide enough that even broad-shouldered crew can traverse their entire length. Adding to the usefulness of this design is the safety of an appropriate-height liferail that extends aft until the deck descends to cockpit level. Aft of this point, caprails are fit with stainless-steel handrails that will double as a place for fender attachment. Overall, this makes for an extremely safe and secure deck design.
The Orient 40’s hull is, as mentioned, solid glass, core free. The deck and cabin sides, however, utilize plywood core, while the cabin top’s composite employs a synthetic honeycomb core design for maximum strength at minimum weight.
According to Mariner, all of the Orient 40’s deck hardware—rails, cleats, chocks, samson posts, and so on—are 316L stainless steel. Use of this material should maintain a stain- and rust-free finish that will require only occasional cleaning or polishing. The robust combination cleatand- fairlead assemblies installed at the stern, amidships and on the bow (the midship cleat is thoughtfully set into a recessed well in the bulwark so as not to become a hip-buster) are finished off with low-friction acorn nuts rather than with ordinary slotted or Phillips screws. It’s details such as these that indicate the folks at the design office, as well as at the factory, know what they are doing.
The foredeck area aft of the optional electric windlass and bow pulpit is finished off with the traditional teak grating, a feature that has, sadly, disappeared from many trawlers. It makes good sense for checking the anchor lead and offers forward line handlers a secure, nonslip surface on which to tread. Other weather decks are finished in a symmetrical, nonskid pattern, which is part of the fiberglass/gelcoat mold. Although the gelcoat application on the Orient’s hull was of the highest quality, several small flaws were noticeable on deck. Because this is hull number one, it’s conceivable that these have since been, or will be, corrected in the mold. Thus far, 13 hulls of this design have been completed.
The cockpit is spacious and comfortable to move about in, with molded-in steps-cum-seats that double as storage lockers, as well as a large gas shock-assisted lazarette access hatch, which is properly guttered, draining overboard. The transom is equipped with a well-fitting gate, easing access to and from the swim platform and making life more enjoyable for four-legged crew members. A traditional raised-panel and windowed teak sliding door set on a brass rail affords access from the cockpit to the main saloon, while a combination step/ladder arrangement leads to the flybridge. I’m told that newer models of the Orient 40 are equipped with a welcomed all-stair design, making access to the flybridge level easier and safer, particularly when carrying gear, food or a drink. A final note on deck details Scuppers are a clever molded-in design that requires no hardware to maintain and eliminates the worry of bedding or fastener failures.
Moving up to the flybridge It is, in a word, expansive. I can easily picture deck chairs and a table set for four, with lunch, dinner or cocktails being served as a warm breeze blows, while offering a bird’seye view of maritime surroundings to the fortunate participants. Of course, this area is also designed to accommodate a tender, which can be winched aboard using the traditional mast-and-boom arrangement. The chocks for boat storage could easily be made removable in order to provide unfettered space for the above-mentioned dining or entertainment.
The centerline helm offers a commanding view both fore and aft and is flanked by molded-in, cushioned settees port and starboard. A heavy-duty stainless-framed swivel seat, with footrest, provides a comfortable place from which to command and control. The venturi-type windscreen is for more than just aesthetics, as is often the case on so many boats. It’s large enough to provide the helmsman with a meaningful measure of protection from wind and, in lively sea conditions, spray. In keeping with other areas aboard, the space beneath the bridge settees also serves as watertight storage using snugfitting, hinged hatch lids.
The helm instrument panel is equipped with a hinged, fiberglass-and-acrylic cover for weather protection. Instrumentation is somewhat scant; the gauges for the Yanmar are limited to tachometer, oil pressure, coolant temperature and idiot lights. Serious cruisers will want to augment this with additional gauges such as a voltmeter, gear temperature gauge, etc. Traditional and rugged dual-lever Morse controls provide shift and throttle control, while the wheel is attached to equally reliable and familiar name of Hynautic, which provides hydraulic steering functions. The bridge equipment is topped off with a joystick control for the Vetus bow thruster and rocker switches for Bennett dual-piston trim tabs.
INTERIOR CABIN SPACES
Entering the saloon from the cockpit sliding door (there’s a matching door adjacent to the helm), the first impression is warm and inviting, yet nautical; this area, especially, stirs my boyhood memories of Madcap. When I stepped into this area, my eyes and nostrils—the scent is of teak and salt air rather than of plastic, vinyl and new carpeting—told me I was on a boat. So many new boat interiors seem to work hard at trying to convince the occupant that he or she is in a motel room rather than aboard a seagoing vessel; not so with the Orient 40.
The treatment is varnished teak veneers, teak and holly sole, and a battened cream-colored overhead that’s finished off with full-length grabrails. Cabin overhead beams and hanging knees are laminated teak and holly, a nice touch. Countertops are fit with low but functional fiddles to keep dishes and other items off the sole while under way. In the galley, along the starboard side, you’ll find the usual, fullsized stainless sink; an electric range/oven (electric range is standard, but the generator is an option) with cutting board inlay; and a Norcold, vertical, two-door combination refrigerator/freezer.
Along the saloon port side are cabinets and drawers, an easy chair and a dinette settee arrangement that will seat four comfortably. Additional cabinets are being installed aboard this vessel (it was recently sold), above the galley. Invariably, all of the holes I stuck my index finger into to open cabinets felt too small, as they wouldn’t allow the finger to go past the second knuckle. This is a small item, but one that has plagued Asian boatbuilders for decades. Get with it, folks Americans, particularly men, have bigger fingers, and I, for one, don’t like sticking my finger into a tight finger pull on a boat that’s under way. This pet peeve can be easily rectified with the next larger drill bit.
Several hatches in the sole provide access to the engine and other equipment below. It’s a subject given the short shrift by many builders today; however, engine/genset/ tank removal is worth considering, and as the manager of a service and refit yard, it’s one I face on a regular basis. On the Orient 40, I believe all of these hopefullynever- to-be-undertaken tasks could be accomplished without major boat surgery.
An interesting innovation I noticed aboard the Orient 40 is the installation of an aluminum, rather than the traditional timber, sole framework. That is, the support grid all of the sole panels rest on is made up of box-sectioned aluminum fastened with machine screws rather than of wood. This saves weight and makes for a very sturdy structure that will remain rigid and secure for years to come.
The saloon is flanked by large, custom-made, aluminum-framed sliding windows that make the space bright and airy and provide good visibility for the lower helm station. The forward center window also tilts outward to provide an ideal underway and at-anchor breeze through the saloon.
Moving forward, down three steps to the berthing area, you’ll find the head to starboard and the single cabin to port. The head is an all-fiberglass molded design, complete with multiple storage cabinets. The separate curtained shower is functional and well laid out, incorporating a seat and its own port.
The toilet is, curiously, a manual hand pump model. This presents an incongruity on even a budget-conscious boat. Presumably, an electric or vacuum-type toilet could be installed as an option and certainly as a retrofit. The master of a vessel such as the Orient 40 deserves better than to have to endure 20 strokes with every visit to the head.
The single cabin to port is cozy and comfortable, with hanging locker, drawers and writing desk. It’s one I could occupy for a lengthy passage and not feel cramped. Moving forward to the master cabin, you’ll find an island queen berth, a hanging locker and a chest of drawers. The joinerwork in this cabin shows particularly fine attention to detail. With bookshelves lining the hull on each side of the berth, reading lamps, two opening ports and a screened overhead hatch, it, too, is comfortable and livable for extended cruising.
Like other areas on the Orient 40, the engine room is large and spacious. In fact, it’s difficult to believe this is the engine compartment of a 40- footer. All-around access to the Yanmar 370 and ZF gear on this model is excellent. There’s no part of the engine that cannot be easily reached and serviced. Access to seacocks—which are of the proper flanged variety and equipped with backing blocks—as well as sea strainers, the stuffing box and other important plumbing is also excellent (all valves and seacocks appear to be properly labeled). The horizontal decking fore and aft of the engine (you’re standing on a purpose-built deck here rather than in the bilge) is covered with an attractive and functional, nonskidpatterned, heavy-duty vinyl. Incandescent lighting in this space is adequate, making routine maintenance chores easy; you won’t need to bring a flashlight with you unless you’ve dropped something into the bilge. If you need serious lighting or better access, simply lift and remove more of the saloon sole panels.
Room for additional equipment is provided. This boat, in fact, was in the process of having a 6.5kW generator and air conditioning units installed, options for which it is prewired. Even with this added gear, the space will remain uncluttered. Dual flooded leadacid batteries are installed in sturdy, covered, molded-fiberglass boxes between the forward engineroom bulkhead and tanks. Neither the boxes nor the lids are secured, making it possible for the batteries to shift in a seaway. The wiring supplying current from the battery charger to the batteries also lacked over-current protection (a fuse or a circuit breaker). This boat has yet to be fully commissioned, and I suspect these items may be on the pre-delivery “to do” list. Other engine room wiring and plumbing could stand to be neatened up; however, this is easily accomplished with relatively little additional effort during construction or commissioning.
A stainless-steel prop shaft exits the hull through a water-injected conventional stuffing box, which is easily accessed through a hinged, clear hatch in the engine room decking. Customers have a choice of either conventional stainless-steel shaft stock or uprated Aquamet 22 proprietary shafting (I’d opt for the latter; it’s well worth the added expense), which is connected to a three-bladed, bronze prop.
Tankage in this space includes twin 150-gallon fiberglass fuel tanks and twin 70-gallon stainless-steel water tanks. Additionally, the 40-gallon holding tank is also manufactured from fiberglass. Given the choice, as a boatbuilder, I could think of no other materials I would rather use for tank construction, fiberglass for fuel and sanitation, stainless for water. Fuel and water tanks are equipped with valved, ultra-reliable sight glasses, and the tanks themselves are tabbed, using fiberglass, to each other as well as to the hull.
The main—or, rather, only—electric bilge pump, a Rule model 1,400gph unit equipped with an automatic float switch, is from a respected manufacturer, but it’s simply not enough for a vessel of this size. It should be augmented with two additional electric pumps, at least one of which should be a 2,000gph model for coping with a serious down-flooding event. This could easily be accomplished, providing new owners with an added measure of security without markedly affecting the Orient 40’s bottom line.
As we moved away from PassageMaker’s dock on a blustery day in late August, I thought to myself, “This boat must be ballasted.” In fact, she’s not, but she certainly behaves as if she is. I’d describe her handling characteristics as stable and predictable, with a pleasant motion in a seaway. As previously mentioned, the view from the bridge steering station is commanding, diminishing the anxiety of close-quarters maneuvering in and around the docks. Mariner’s resident skipper, Mike Sprecher, made this look easy, working the helm at both stations, although the Orient 40’s full keel, substantial displacement and bow thruster were a help, no doubt.
Once we moved away from the docks and the crowded anchorage, the Orient strutted her stuff, making a respectable 16 knots, thanks to the optional Yanmar 370. Her expected, trawler-like motion and minimal roll and pitch made passage through a 2- to 3-foot chop and 15 knots of breeze comfortable, dry and effortless. The helm responded appropriately and predictably to every command, including a following sea. Displacement speeds were equally as comfortable, and I suspect she’d be happy traveling either way for days at a time. Depending upon the engine and tankage package (optional additional tankage is available), her range varies from 500 to 1000+ miles. Noise levels, while not measured (my decibel meter was on the blink), were not unpleasant in any of the accommodation spaces while we were under way.
Overall, the Orient 40 delivers on Mariner Yachts’ promise, “At Mariner, we mix the old with the new, keeping style and grace while not sacrificing comfort or seaworthiness.”
The Company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.