46 post yacht review

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46 Post 1991 Boat For Sale

Asking price: $179,000.

• Yachts for sale
• 46' Post

Last updated Jul 16, 2024

46' Post 1991

The owners have always stored her indoors for the off season and serviced her with an open checkbook. 

This 1991 Post 46 Convertible has the improved Generation Series II hull design, offering more deadrise aft and a deeper forefoot for an improved ride. Post yachts were built with the finest materials and, ahead of their time, lighter for performance and fuel efficiency.

The Helm Bridge has plenty of seating with meticulously maintained Isenglass Enclosure.

The Cockpit: Has a large Transom Door, two oversized Fish Boxes, Tackle Center with sink and a cooler with Chill Plate.

Salon:  Fantastic design and finishes on the cabinets. She is tastefully set-up with L-Seating to Port, with a Pull-out Berth and a well designed Wet-bar to Starboard.

The Galley: located forward of the salon on the port side and is two steps down from the dinette and main salon. It is equipped with a stand-up refrigerator/freezer, microwave as well as an electric oven with a four-burner cooktop. There is plenty of counter space and there is a large storage area beneath the galley floor.

The Staterooms: are ingeniously designed, allowing for two full heads with separate shower stalls; It feels much larger than a 46 footer!

Currently located in the water at our Strongs Yacht Center in Mattituck. Please contact listing broker Paul Finger to see today!

Denison Yachting is pleased to assist you in the purchase of this vessel. This boat is centrally listed by Strong’s Yacht Center.

Denison Yacht Sales offers the details of this yacht in good faith but can’t guarantee the accuracy of this information nor warrant the condition of this boat for sale. This yacht for sale is offered subject to prior sale, price change, or withdrawal from that yacht market without notice. She is offered as a convenience by this yacht broker to its clients and is not intended to convey direct representation of a specific yacht for sale.

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46' Post HIGHLIGHTS

• Yacht Details: 46' Post 1991
• Location: Mattituck, NY
• Engines: Man
• Last Updated: Jul 16, 2024
• Asking Price: $179,000

46' Post additional information

• Beam: 15' 0''
• Hull Material: Fiberglass

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Hakuna matata, 55' sea ray 1994, orange beach, al, us, 55' hatteras 1975, miami, fl, us, 55' ocean 1988, st. clair shores, mi, us, nuevo nayarit, mexico, 55' transworld 1991, tacoma, wa, us, home wrecker ii, 55' sea ray 1996, marblehead, oh, us, 55' judel and vrolijk 1994, bremen, germany, other post yachts for sale view all, 46' post 1988, clinton, ct, us, 50' post 1997, houma, la, us, 50' post 2001, apollo beach, fl, us, seas the day, 50' post 1990, jupiter, fl, us, fish repellent, 42' post 1998, pirates cove, nc, us, mattituck, ny, us, 43' post 1989, old saybrook, ct, us, price watch.

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Read Online

Full Chapter One

BERTRAM 46 Convertible

By david pascoe.

In recent months I couldn't understand why we were getting so many e-mails asking about this boat. I had thought we had a review posted up here, and I know  that I wrote one. Well, looks like the dang computer ate it. My prediction about very large hard drives is coming true; you get so much stuff on them that you can't finding anything and it got lost. Well, maybe its for the best because in the last couple months we've done two more 46 convertibles and one 46 motor yacht, and what I had previously written about the speed of this boat was not quite right.

The hallmark of good design: Twenty years later it still looks good. No passe trend of the minute here.

Since speed is the number one question asked,  here's what we got out of the latest sea trails of a 1979 and  '82 Convertible with the aging 8V71TI's, (the '79 boat engines were reportedly rebuilt in 1996), and  rated at 435 hp, back in the days when Detroit Diesel used pretty conservative power ratings. The '79 boat had mismatched propellers, one being cupped, the other not, one was bent, the other not, and we pulled a consistent 23.6 knots upwind into a good 18 knot breeze. Engine RPM's were 2150 and 2275 WOT. It will stay on step at 16.5 knots at 1800 RPM. This boat had no tower, only a Bimini top with enclosures, no chair and was lightly loaded with less than half fuel and water. Keep in mind the engines on this boat were not turning up to full rated RPM of 2350.  Neither were souped up with oversize injectors.

The '81 had a half tower, chair and more equipment, and the speeds were roughly 1 knot less across the board under similar conditions.  Most likely, my memory of the 46C being an 18-20 knotter was based on full tower boats with all that extra drag. We didn't have much wind in the tower to slow it down that much, but rest assured that it does.  In any case, that's not too far off, and I found in the tattered old Bertram manual the speed and fuel table as supplied by Bertram for the"Bertram Yacht" which I take to mean the MY and not the convertible. Bear in mind that the MY is a heavier boat.  It is reproduced below.

You can whack a good two knots off those numbers for any boat with a tower. You'll note that there is a disproportionate leap in speed between 1800 and 2375 RPM. This is very typical of the deep vee hull that is much less efficient at lower speeds. This is also the reason why people tend to run the engines faster, since the most efficient speed is very close to top speed. This, in my view, makes the boat underpowered. You want to run them no more than 2100, at which point you're barely doing 20 knots. For maximum life, 2000 RPM is better. (The faster a deep vee goes, the more the hull rises out of the water, resulting in less drag and the big jump in speed toward the top end.)

We've been asked many times what would be a good repower choice, and have replied that the 6V92 at 500 hp would be a good choice. It is virtually the same cubic inch displacement, but is a considerably stronger engine that will cruise this boat comfortably at 22 kn. at 2000 RPM.  This more compact engine also frees up a lot of engine room space, making maintenance easier. I don't favor any of the inline 6's because the power comes too high on the torque curve. The vee engine handles the high speed loads much better. However, all bets are off for 6V92 engine souped up to 535 or 550 hp; I guarantee you they will not last.

A true deep vee hull, one look from this aspect and you know why this is a superior rough water boat.

Proof of the theory: knocking down a 3' tide rip in the Gulfstream outside Port Everglades inlet at WOT, leaving the wake far behind.

Heading out Port Everglades we had a nice 3 foot sea (I don't overestimate wave height. Most folks would call these four footers) from the southeast meeting an outgoing tide putting the waves into straight up and down mode. As you would expect, the Berty just chopped right through them, albeit with plumes of spray cascading over us; this is a very wet boat. Both in the tide rip of the inlet and beyond into rolling three footers stretched out by trade winds blowing with the Stream, there was no pounding or suddering. Right away you know you are on a very heavy boat by the nice, easy motion. In meeting a wave, the bow does not rise too quickly to throw you off your feet, which is where all that spray comes from. That deep vee parts the waters like Moses crossing the Red Sea. In a beam sea, she rolls more than a shallower vee with large chine flats, at which point you gotta do some serious hanging-on. But she meets her strength again in a following sea at speed, where the fairly full bow reveals no tendency to submarine, and little tendency toward broaching, but you do have to work to keep her on course. The autopilot is useless on this point and will only work itself to death.

Heading into a quartering sea with the full bow is the real weakness,   as she pitches and yaws severely, at which point you need to do some tacking to get where you want to go. Then, again, only a much finer entry bow such as a Buddy Davis or a newer Viking SF can handle this point of attack very well. A Hatteras will do a bit better because of its finer entry, but not all that much. Once we got out of the tide rip, we could carry full speed into the stretched-out three footers, but it was not a pleasant ride, nor would it be in any boat. When you hear guys talk about going full bore into four footers comfortably, time to get out the salt shaker; they stretch the truth a bit.

Although the deep vee maintains the same deadrise angle throughout the length, the fullness of the bow and a very narrow chine flat makes her a wet boat.

The motor yacht we recently surveyed, a 1976 model, was a north eastern boat that was beautifully maintained. Believe it or not, the original gel coat was polished and still had a beautiful shine on; its no secret that Bertram used a top quality gel coat from Cook Chemical which proves that with some care, the finish can last indefinitely if the builder will use a quality material. I was so surprised that I had to do a double take to make sure that it hadn't been painted. The two 46C's were dull, but the finish wasn't chalky or porous and would could be restored with a good compounding. The 46C and the 46 My are the same identical hulls with just about everything the same except the addition of the aft cabin. But the MY is heavier, squats more because of more weight aft, and weights about a ton more, and therefore is slower.

Basically, these boats are everything we've said they are in other reviews. They are well engineered, and at 1000 lbs/ft. they are heavy boats, but they do not have the tremendously thick laminates that many people think they do. One guy told us his 31 is 1-1/2" thick on the bottom! I can assure you that Lee Dana, the chief designer at Bertram, was not interested in building tanks. I have seen three wrecked 46's lately, everything from hurricane damage to having their bottoms torn out on reefs. The hull average only about a 1/4" -3/16" on the sides and 1/2 to 5/8" inch on the bottom, which is not heavy by anyone's standard. What makes them different is that Bertrams are properly framed, unlike so many others where the objective seems to be to use as little framing as possible. Most of the weight in this boat comes from the tons of plywood used on the interiors.

In keeping with that, we found serious stress cracks around the port strut base, which has a 1.5" x 8" wood doublers laminated into the bottom. Over the years, water has probably gotten at the wood and we suspect that the wood has deteriorated. There was quite a bit of vibration and flexing of the bottom panels running at speed, suggesting that the doubler has been seriously weakened. This is just one of the many things you have to deal with when buying an old boat. This may have been the result of prior damage, but in any case, a major repair was needed.

Something you may not expect to see on a Bertram, but there it is: stress cracks around the strut. This is probably the result of a molded-in wood doubler that got water in it and deteriorated, causing the bottom to weaken. Cracks were found on the interior also. Not the armored tanks that many people think they are. This condition may be the result of prior damage.

The '79 model had the fiberglass cockpit deck which was in fine shape, but the mica on plywood tackle centers and side liners which were badly rotted. There is no core in the hull at all, but the decks have both balsa coring and plywood around the winch and cleat bases. Someone had drilled lots of holes in the bridge deck and water had gotten in and raised up some really big blisters in places. And speaking of blisters, the bottom was loaded with big ones, running anywhere from 1" to 4".  It was no secret that Bertram tank coated their hulls, the technique of using a high quality resin on the outside, and lower quality stuff everywhere else. Sometimes the layup crews make mistakes and use the wrong stuff in the wrong place, which is probably what happened here. Or maybe it was laid up on Monday after a holiday week end. Who knows? Asking why a boat has blisters is like solving the riddle of the Sphinx.

Another weakness is the awful stainless over aluminum rub rail that was a corroded mess.  The problem here is that most of the bolts on the back side can't be reached without tearing the boat apart; otherwise one could just replace the rails. This problem  really hurts this boat because the rail becomes so ugly and there is basically nothing you can do about it. At least at reasonable cost. One of our boats had spent most of its life in the islands, where there is little fresh water and they don't get washed down often, which partly explains why the aluminum rails looked so bad on this one. Yet many others don't look so good either. The overall exterior looked fairly good, but the maintenance below decks was terrible. 

The engine room vents are poorly designed and they pull a ton of salt spray into the engine room, a factor which I attribute to why the 8V71's in this boat have a  faired poor track record. One look in the E.R. and the effects of the salt spray are immediately obvious. The aft bulkhead is nearly water tight, so the engines are only pulling air in through the side vents. One option to solve the problem would be to redirect the air intakes from under the cockpit and close off the side vents.  Or you could build dorades into the hull sides and add fiberglass filters. Another is to add Walker AirSeps, but that won't solve the engine room corrosion problem. In any case, unless you do something, your engines are going to be sucking salt.

In recent weeks we've polled three full-time engine surveyors on the subject of the service life of the 8V71TI engine. Frankly, I was surprised to get three quite different opinions: great, ho-hum and terrible. 

Only one of the three mentioned the fact that when you attempt to pull too much power out of them, you are greatly reducing service life. Actually, this is a well-proven engine, and 435 is not too much power to squeeze from this block, but it is close to the edge, and  it does have some notable problems with the turbo/intercooling system. In addition, failure to maintain the airbox drain/respiration system can shorten engine life drastically. With good maintenance they perform reasonably well as long as you don't push them too hard. Good maintenance service life generally runs 2000 - 2500 hours depending on how many years those hours were accumulated.

Sucking up salt spray  is one reason why engine hour meters often don't mean anything. The Allison M20 gear boxes to which they are usually mated, originally designed for 165 hp, are known for bearing failures.

There were only light stress cracks that were not very obvious appearing on the toe rails in a few spots. The windows and frames were in good condition although there were a few corrosion holes in the slide channels from years worth of accumulated salt. The frames are painted so they can easily be pulled and the holes welded, and then repainted. And since the hull is glassed to the deck, there were little or no interior leaks and thus no water damage. Even the custom made (not residential grade), aluminum framed sliding salon doors still worked well.

The electrical systems were in surprisingly good shape and hadn't been all buggered up with jury-rig alterations and repairs. This model has a separate 32 volt battery compartment under the cockpit deck that is very easy to get to.  But it also has the generator under the cockpit deck as well. The hatch cover is very large, affording good maintenance access, but the hatch gutters are very shallow so that if you blast the deck with a hose, you know where some of that water will be going. This one had a two year old Onan 12.5 kw unit in the 4 door sound shield. Apparently Onan has now  abandoned those god-awful 3600 RPM Japanese diesel they were using for a while. This was a 1800 RPM engine that was very quite, but you can't say the same for the 3600 RPM jobs that scream like a banshee. The trademark Onan crapola soleniod switches are still there and, of course, they crapped out. We had to wire them open to make the engine run.

The Bertram 46C was built for 18 years and there are a lot of them around, worldwide. Because they are Bertrams, most have been used like Bertrams, meaning they've had a hard life. Some of them are pretty clapped out, but there are a lot of major refits floating around too. These boats make exceptionally good refit projects because they have a timeless styling that maintains their good looks and desirability. One of our survey models was selling well under $150k but I wouldn't necessarily say that it was a real bargain.

What you will find on many of these boats are the exhaust systems, plumbing, appliances, pumps and motors, and sometimes the electrical systems, have been jury-rigged and bastardized to the point of no return because of folks who don't want to pay the cost of doing things right. Thus the burden of correcting all these problems is going to fall on you.

Don't  make the mistake of thinking you can pick one of these boats up for around $150-175k and have a nice boat that's ready to go.  Most of them need a cash infusion of at least $50k or more to rectify decades worth of deferred maintenance. If you have to do engines and generators, its going to be a lot more. If you expect to find one with all the machinery in top shape, you are dreaming. Really.  The engines are usually the last thing anyone spends money on. Then figure that most of the systems will need replacement, not merely repair.  One of our survey boats could gobble up $100k in a heart beat, and the other one already had.

Remember that you're looking at a boat with a Replacement Cost of over $700k and there's no way you're going to get off that cheap. Don't put yourself in the hole by wishful thinking. Part of what you save over the cost of a newer boat has to be put back into an older one .  Otherwise, all you'll end up with is a clapped out old boat that is going to bleed you bankrupt anyway. And when you try to unload it to release the burden, you'll be facing a fire sale. This is one of the reasons why older boats end up going down hill fast. People make the mistake of thinking the purchase price is the cost of ownership. If you want to be conservative about it and not shoot youself in the foot, add at least 50% onto the purchase price as the cost of getting it back in shape. Even so, you're still looking at less than half the cost of a new one.

I give the 46C a four-star rating, which is one less than I gave the 45-46 Hatteras Convertible. All that wood in the cockpit, a less than great interior and the shoe-box engine room are significant negatives. Yes, it outperforms the Hatteras in rough water, and it is certainly a better looking boat, but the difficulty in maintaining this boat has to be a consideration for the budget minded.

David Pascoe - Biography

David Pascoe is a second generation marine surveyor in his family who began his surveying career at age 16 as an apprentice in 1965 as the era of wooden boats was drawing to a close.

Certified by the National Association of Marine Surveyors in 1972, he has conducted over 5,000 pre purchase surveys in addition to having conducted hundreds of boating accident investigations, including fires, sinkings, hull failures and machinery failure analysis.

Over forty years of knowledge and experience are brought to bear in following books. David Pascoe is the author of:

• " Mid Size Power Boats " (2003)
• " Buyers’ Guide to Outboard Boats " (2002)
• " Surveying Fiberglass Power Boats " (2001, 2nd Edition - 2005)
• " Marine Investigations " (2004).

In addition to readers in the United States, boaters and boat industry professionals worldwide from nearly 80 countries have purchased David Pascoe's books, since introduction of his first book in 2001.

In 2012, David Pascoe has retired from marine surveying business at age 65.

On November 23rd, 2018, David Pascoe has passed away at age 71.

Biography - Long version

Boat Reviews Articles At-A-Glance

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• from Buying a Boat cat.
• Marlin Monroe 42 Bertram Convertible Make an Old Boat New
• A Few Favorites

• Basic Considerations
• Boat Types: Which is Right for You?
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• Basic Hull Construction
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• The Art of the Deal
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• The Survey & Post Survey
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• What is Pre-Purchase Survey?
• Business Practices and Client Relations
• Sound vs. Seaworthiness
• Hull and Its Structure
• Surveying the Hull
• Using Moisture Meters
• Stress Cracks & Surface Irregularities
• Deck & Superstructure
• Drive Train
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Published by: D. H. Pascoe & Co., Inc. Articles, Images: Copyright © 1997 - 2018 David H. Pascoe All rights reserved. Articles, Images: Copyright © 2019-2022 Junko A. Pascoe All rights reserved. Web site design & developement: Copyright © 1997 - 2023 Junko A. Pascoe All rights reserved. Web site: Maintained by Junko A. Pascoe

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1982 Post 46' PERFECTLY FRANK

PERFECTLY FRANK is a 1982 Post 46' 46 SF listed for sale with United Yacht Broker Randy Altemus. Randy can be reached at 1-203-512-0847 to answer any questions you may have on this boat. United Yacht Sales is a professional yacht brokerage firm that has experience listing and selling all types of Post Yachts and similar boats. With over 250 yacht brokers worldwide, we have the largest network of boat buyers and sellers in the industry.

This 1982 Post 46 Sport Fisherman, the PERFECTLY FRANK, is a superb example of the very popular "46" SF series. The Post 46 was designed by Russell Post and produced by POST MARINE of Mays Landing, NJ from 1978 through 1996. She's hull #048 of the "46" production and is powered by twin DETROIT DIESEL - JOHNSON & TOWERS 6-71 TI's that are rated at 450 HP.

The PERFECTLY FRANK was purchased by this Owner in 1997 and is only a "two-Owner boat". Her DD J&T 6-71 TI's were rebuilt in 2012 and there have been only about 365 hours logged on them to date since their rebuilds! She's had continuous upgrades to her systems and decor over the past 25 years by this very knowledgeable Owner. These include, but are not limited to, all the details as presented in the Listing itself.

In addition to all her other improvements, the custom fiberglass swim platform added after the present Owner's purchase in 1997. You'll note the removal of the forward windshield and the installation of the custom furniture below as well as the fiberglass fascia sections that replaced the glass. The fairing work is smooth with no indentations that would be indicative of the old windshield as built. The look and execution is very similar to the newer Post 46 that were produced from 1988 onwards. The end result is "no leaks"!

The PERFECTLY FRANK is now in full commission at her slip in New Rochelle, NY. She can be easily be boarded and viewed. She's a uniquely "good boat" and appointments are encouraged to view and and consider this classic POST 45, the PERFECTLY FRANK.

Specifications

• Price USD: $ 114,900

New Rochelle, New York, United States

Power yacht.

• LOA: 46 ft 9 in
• Display Length: 46 ft
• Beam: 15' 9"

Sport Fishing

• Water Capacity: 120 gals
• Fuel Capacity: 648 gals
• Engine Details: Detroit Diesel J&T 6-71 TI
• Engine 1: 1982 365.00 HRS 450.00 HP
• Engine 2: 1982 365.00 HRS 450.00 HP
• Engine Fuel: Diesel
• Days on Market: INQUIRE

+ Accommodations

This Post 46 has the standard interior "Plan A" layout that includes (2) Staterooms and (2) Heads with (1) Shower that is an en-suite for both Heads. The Galley is located on the port side, amidships and opposite the Master Stateroom to starboard and just forward of the Salon and Dinette area. The Fore Cabin has (2) single berths to port, bunk "over/under" style, with storage lockers and drawers to both port and starboard.

• ALL the decor and furnishings are in exceptionally good condition
• The Interior wood trim..to include the wood facia sections where the old windshield was located...are finished with a walnut-penetrating wood stain and is varnished. The yacht's wood grain and coloration matches throughout.
• Interior sections (Salon and Galley areas) finished with a Beige / Brown pattern Burlap decor wall paper
• Ceiling areas (sides of the hull) finished with a Light Beige carpet (note: the Fore Cabin areas are done with a Pale Green carpet)
• Vinyl Headliners, Off White, perforated
• Access from Cockpit via a large sliding door
• Sole finished with carpet, Beige (note: sections cut to fit engine room access panels)
• Interior joinery, Mahogany, stained with varnish finish
• Entertainment Center with varnished joinery and with Dark Brown/Black Pattern FORMICA top (note: located forward, starboard side)
• Sink with cold pressure water service for Entertainment Center
• Storage console with Dark Brown/Black FORMICA top (note: located port side, forward)
• L-Shaped settee, Off White/Coral Pattern upholstery (note: unit located port, side aft)
• Port side L-Settee has a custom modification for storage underneath
• (2) Chairs, swivel-type, Off White/Coral Leatherette upholstery (note: recovered 2018)
• Table for chairs, Hi-Lo
• Salon windows are tinted
• Mini-Blinds, adjustable, for all Salon windows
• Curtains for Salon windows
• Valances for Salon windows
• MAXIMUM Wind and Barometer, matching with brass finish (note: the Wind unit is inoperable due to a missing anemometer that was mounted on the FB)

Master Stateroom:

This Stateroom is located amidships, starboard side and opposite the Galley/Dinette area. "Queen" berth and set to starboard (note: measures 60" forward width and 78" in length and has a "walk-a-round" access for about half the length overall).

• En-Suite entrance to the Master Head
• Storage drawers and handing locker
• Ventilation via an overhead deck hatch
• Curtains for opening ports
• Overhead storage locker with panel access (note: useful for pillows and bedding)
• Custom bedding to include mattress and Blue/White pattern coverlet

Fore Cabin:

The accommodation is located forward. The cabin includes (2) berths and storage as well as it's own Head.

• (2) Berths, single and "over and under" bunk-style (note: berths measure 28" in width x 72" in length)
• Hanging lockers and drawers
• En-Suite entrance to the Head
• Deck hatch for ambient lighting and ventilation
• Access to rope locker and the lower section of the Windlass forward

Galley and Dinette:

The Galley and Dinette for the Post 46 is located amidships, port side, It is L-Shaped and has a Dinette just aft that makes into a berth. The entire Galley and Dinette area was rebuilt in 1997.

• Stove with oven, KENYON Princess, electric, (3) burner
• Overhead vent system, NUTONE
• SHARP Carousel Microwave, 110VAC
• Refrigeration, MAYTAG 110VAC (note: only and not dual-voltage)
• Hot and cold pressure water service
• Single lever tap
• Single lever soap dispenser tap
• Sink, stainless steel
• FORMICA Countertops (note: Light Beige/Sand)
• Dinette area rebuilt in 1997
• Cushions, Off White/Shrimp Leatherette (note: new, 2018)
• Convertible to a berth (note: measures 38" wide and 60" in length with fixed fore and aft cushions in-place)
• Wood Sole in Passageway and under unit, all varnished

The Post 46 is equipped with (2) enclosed Heads. Both are located on the starboard side and forward of the Salon and are en-suite to their respective cabins and the common shower area.

• (2) RARITAN Crown, electric-fl ush, raw water
• Holding tank, (25) USG (approximate) (note: the Holding Tank System was retrofitted by the present Owner. It is easy to access and is located on the starboard side between the two Head compartments)
• Overboard discharge via a "Y" selector valve with macerator pump to bypass the Holding Tank or to empty the tank (note: all only where conditions permit)
• Hot and cold pressure water service at Vanity sinks and showers
• FORMICA tops for vanities

+ Vessel Walkthrough and Details

The airdraft (as measured from the DWL) of the PERFECTLY FRANK is approximately 26' to include the VHF antennas.

• Solid fiberglass laminate hull
• Modified "V" underbody
• POST WHITE Gelcoat topsides finish
• BLACK and SILVER Boot-tops
• BLACK Bottom paint (Spring, 2023)
• Rub rail with stainless steel striker plate
• Swim platform, fiberglass with stainless steel hardware
• Swim ladder, recessed into platform and folding (note: located starboard side)
• (6) Opening ports, plastic
• Fiberglass laminate with core
• POST WHITE Gelcoat finish
• Bow anchor platform, fiberglass with Teak overlay
• Bow pulpit, stainless steel
• Bow safety rails lead aft, stainless steel
• Stanchions for rails, stainless steel
• (4) Fender holders, stainless steel
• Mounts for life raft
• (4) Cleats, stainless steel (note: located forward near windlass)
• (3) Deck hatches, BOMAR with LEXAN inserts and aluminum frames, painted WHITE
• (2) Grab/Safety rails for passage fore and aft on superstructure, stainless steel
• Teak brow trim pieces, port and starboard, varnished
• (2) Hatches, flush-mounted, fiberglass for port and starboard storage / baitwell access
• (2) Baitwell inserts for port and starboard lockers (note: 2nd baitwell unit in storage)
• Coaming caps, Teak (note: finished with SEMCO or similar)
• (6) Rod holders. stainless steel (note: inserted into coaming caps)
• (2) Grab/safety rails, stainless steel (note: at entrance to side decks)
• Cockpit Awning, custom stainless steel frame with canvas (note: extension aft of the Flybridge is 38", approximate)
• (2) Entry steps, custom plastic with support brackets, port and starboard, stainless steel
• (2) Cleats, 10", stainless steel with (4) hawses for stern lines
• Entertainment/Prep Center with storage and sink with cold pressure water service, port side forward (note: has steps integrated to access the FB ladder)

The Flybridge Enclosure itself is in exceptionally good condition. The front section, the aft section and (2) of the side sections are all heavy-duty POLYCARBONATE. The center forward section pulls back and folds up and snaps underneath the top part of the FB enclosure. The aft section rolls up and secures with straps. Several side sections are also POLYCARBONATE and fold up for ventilation as well.

• Helm Station: 18" wide x 68" length
• Forward and port side: 18" wide x 70" length
• Access from Cockpit, port side via stainless steel frame ladder
• FB ladder with custom plastic step tread replacement units (note: in lieu of the old original Teak step treads)
• Grab/safety rails for FB aft and at the ladder entrance, stainless steel
• Full Enclosure with a coated aluminum frame (note: Enclosure by CARTHOM, New Rochelle with front sections in 2020, side sections 2019 and aft sections in 2016)
• Helm Station with dual engine controls and instrumentation (note: AQUAMETER tach's and STEWART WARNER gauges)
• Engine controls, dual-lever throttle and shift (note: cable-type)
• Horn, dual-trumpet, air
• Wheel steering, stainless steel and HYNAUTIC hydraulic system
• (2) Helm Station chairs, adjustable with foot-rests, Off White Leatherette
• Electronics storage locker on starboard side of Statin area (note: angled for easy access and visibility)
• Safety rails around the Flybridge, aluminum
• DANFORTH Constellation compass, 6" card
• Spray shield forward, LEXAN
• Trim: the old Teak trim has been replaced by custom molded sections that match throughout

Electronics:

The VHF and DATAMARINE units are installed in the overhead Instrument Console, starboard side.

Communication:

• VHF; STANDARD Horizon Eclipse (in FB Helm Station console)
• VHF; UNIDEN with CYBERNET CTX SP 10 speaker (note: in Salon storage locker, port side forward)
• STANDARD Hailer with multiple speakers
• STANDARD Intercom (note: FB to Salon, installed in Instrument Console)

Performance and Navigation:

• DATAMARINE 3200 Navigator Speed/Log
• DATAMARINE 2650 Kodiak Depth Sounder
• STANDARD Horizon GPS Chart CP 500 (note, 2012)
• FURUNO Navigator GPS (note: display at Helm Station, starboard side)
• JRC Radar, 6 kW (note: display at Helm Station, starboard side)
• ROBERTSON AP-100

Entertainment:

• PIONEER AM/FM/CD Player Stereo System with (6) speakers and speaker regulator (note: (2) PLANDOME on Flybridge and (4) interior)
• (2) TV's. SAMSUNG flat screen in Salon and Master Stateroom (note: Salon unit mounts against the bulkhead and has a custom extending and swivel mount for ease-of-viewing)
• Cable TV hook-up (note: in Cockpit, starboard side forward)

The Post 46 has both 12VDC Ship's Service and 110VAC Shore Power systems.

• Batteries: (3) 12VDC (2) Size 8D Ship's Service and (1) Group 30 for Generator Start (note: batteries in boxes and secured, Engine Start provided by an 8D)
• (2) Battery chargers, MINN KOTA (40) AH and (20) AH (note: new, 2016)
• Shore power via 50 AH service with 50' cord
• Electric panel for both AC and DC functions located behind steps down from the Salon to the Galley area

The ONAN Genset has a CUMMINS/KUBOTA diesel drive engine, fresh-water cooled. The unit is located in the Engine Room, forward.

• ONAN 7.5 kW with approximate 3,555 Hours
• CRUISEAIR reverse-cycle heat and air-conditioning, (2) zones (note: zone controls in Master Stateroom and Salon)
• (3) Electric heater panels, 110VAC; (1) Master Stateroom, (1) Salon and (1) Fore Cabin
• Fans, 12VDC
• Fresh Water Capacity: 120 USG
• (4) Tanks, plastic (note: (2) fills in Cockpit, forward, port and starboard)
• Hot and cold pressure water service to Galley, Heads and (4) sinks (Galley, Heads, Entertainment Console and Cockpit Console/Prep Station)
• Hot Water Capacity: (17) USG (approximate) and via 110VAC
• Dock pressure water
• Fresh water pressure pump, 12VDC
• Bronze through-hull fittings
• (2) Bilge pumps, electric/automatic, 12VDC
• Washdowns, fresh and salt, 12VDC (note: outlets in Cockpit, port side)
• Shower sump pump, 12VDC

Propulsion:

The PERFECTLY FRANK is powered by twin DETROIT DIESEL Johnson and Towers (J&T) 6-71 TI (Turbo Intercooled) (6) cylinder marine diesels that are rated at 450 HP at 2,450 RPM's at W.O.T. for this Post 46. The engines (and the turbo's) were rebuilt in 2012 and have approximately 365 hours logged each to date and after the rebuild. The total time for both engines is approximately 2,830 hours.

The engine room access is provided by a series of nicely-executed and placed Salon sole hatches that remove for an easy entrance. There is a Factory Engine Room undercoat finish: PETTIT MIAMI TAN and with Z-SPAR undercoat (note: 50%-50% mix).

Both engines were "detailed" in the late Fall of 2023 (note: see the photos!).

• Engine hours (each): 2,830 total time and 365 hours since rebuild (all hours approximate)
• Fuel Capacity: total 648 USG with (2) tanks, 5052 aluminum; 298 USG (forward) and 350 USG (aft) (note: a) this tank supplies the Generator and b) fuel tank Specs per the original Post Marine Manual)
• Fuel filters, RACOR 1000
• Oil filters. FRAM PH3612
• CAPITAL transmissions, ratio 1.5:1
• Fuel transfer pump
• (2) Propellers: (4) Blade cupped NIBRAL, 24"x25"
• (2) Shafts: 1-3/4", stainless steel
• (2) Rudders: spade-type, bronze
• (2) Struts: "V" type, bronze
• GLENDENNING Engine Synchronizers
• BENNETT Trim tabs
• (2) Engine room blowers
• HALON 1301 Fire Suppression System
• REVERSO Oil change pump (note) set up for both engines and generator)
• Block heaters for engines
• Diamond pattern step plates, aluminum

+ Inventory, Additional

Ground Tackle:

• Bow pulpit, fiberglass with integrated anchor roller and Teak overlay
• Anchor windlass, IDEAL Vertical Capstan Model A, electric, 12VDC (note: foot switch on Foredeck, starboard side)
• Anchor, DANFORTH 35# with 10' x 5/16" chain and 200' x 3/4" nylon rode
• USCG Gear (note: include 8+ PFD's and no flares)
• Throwable life ring, Type IV
• (4) Fire extinguishers, hand-held
• HALON Fire Suppression System, Model 1301, auto / manual (note: installed in Engine Room)
• Carbon Monoxide Detector
• Life raft, AVON (8) person, cannister-type (note: mounted on Fore Deck)
• Dock lines and fenders
• Cleaning gear
• (2) Deck chairs, folding and padded, aluminum
• (2) Boarding steps, inside cockpit and installed with brackets, removable

+ Exclusions

• Fishing Rods
• Coffee Maker
• "Blue Label" Lamp, 110VAC
• (2) Plastic Chairs, Folding
• Owner's Personal Gear

+ Mechanical Disclaimer

Engine and generator hours are as of the date of the original listing and are a representation of what the listing broker is told by the owner and/or actual reading of the engine hour meters. The broker cannot guarantee the true hours. It is the responsibility of the purchaser and/or his agent to verify engine hours, warranties implied or otherwise and major overhauls as well as all other representations noted on the listing brochure.

+ Disclaimer

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.

Listing MLS by Yachtr.com

Interested In This Yacht?

Contact Randy Altemus to learn more!

ABOUT THIS YACHT FOR SALE

Our Post Yachts listing is a great opportunity to purchase a 46' Sport Fishing for sale in New Rochelle, New York - United States. This Post is currently listed for $114,900. For more information on this vessel or to schedule a showing, please contact United Yacht Sales broker Randy Altemus at 1-203-512-0847.

PROFESSIONAL YACHT BROKERAGE SERVICES

United is a professional yacht brokerage firm with over 200 yacht brokers in over 104 different locations worldwide. By listing your boat or yacht for sale with us, the entire team is immediately notified of your boat and begin working to match your yacht with a buyer. We have many examples where boats have sold through our network within days of being introduced to our team. With more than $1.3 billion in sales, there is no better firm than United to help with the listing and sale of your vessel. Find out what your current yacht is worth on today's market!

BUYING A YACHT WITH THE UNITED TEAM

The yacht MLS consists of thousands of available brokerage vessels from all over the world and in different conditions. Hiring an experienced yacht broker to help you find the perfect boat makes financial sense, as well as takes the stress out of the process. A United broker starts by listening to your needs, how you plan to use your boat, your potential boating locations, and your budget. We then go to work looking at all of the available yachts that fit your criteria, research their history, provide you with a clear picture of the market, and organizes the showings. We're with you every step of the way from survey to acceptance and our industry-leading support staff will make sure your closing goes smoothly.

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• Boat Reviews

Boat Review: Post 42

• Updated: October 12, 2001

You don’t make it 40 years in the marine industry without doing something right. And judging by its loyal following and uninterrupted production through the luxury tax days, Post Marine has been doing lots of things right. Post’s new 40th Anniversary Edition 42 falls into that category.

The 42 features clean lines and a straightforward arrangement. With nearly 16 feet in beam, the cockpit provides ample space for a billfish crew. A streamlined tackle center on the forward bulkhead, including a recessed bridge ladder and engine-room entry hidden below the deckhouse steps, enhances the spaciousness.

Inside, Post provides the luxurious appointments and accessories that you would expect, including an entertainment center, dinette with storage underneath and a lounge with sleeper hideaway underneath. Teak woodwork is found throughout the galley-down arrangement, as is ample storage. A queen-size master stateroom lies forward, while an over/under to port houses guests or crew. The single head can be entered from either the companionway or forward stateroom. Powered by economical 430-hp Volvo TAMD72s, the Post 42 attains a top speed of 29 knots at 2,650 rpm, while 2,250 rpm brings a cruise speed of just less than 25 knots and a fuel consumption of 31 gph. At this rate, the 520 gallons of fuel provide a range in the neighborhood of 450 nautical miles. In addition to offering fuel efficiency, the small TAMD72s also help maximize accessibility to all systems within the engine room. Post also offers the 42 with Cummins 450Cs or Caterpillar 3208s.

With limited production on models from 42 to 50 feet in length, Post focuses solely on what it does best – building midsize convertible sport-fishermen. The company utilizes lighter cores in the decks and cabin tops, but the hull bottom, sides, chines and keel are all solid glass. Post builds the 42 and the rest of its boats using a simple formula: Deliver the most quality for the dollar. Considering its quality components, proven layout and base price under $500,000, most will agree the 42 meets this objective.

• More: Boat Reviews , Post Yachts , Sport Fishing Boats

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Gray-Sea Member

Every time I bring up Post, someone will invariably talk about the horrible pounding ride of this model. Some of it seems like mindless dock chatter akin to the "flexible flyer" Ocean-bashing that gets parroted by people with no first-hand experience, but this Post stuff is spoke with some authority; owners, former owners, brokers, former Post dealers... What can I expect of a late 1990s Post 47? Was this "issue" ever fixed? Was there an inherent design flaw? There seems to be a common perception that following sea performance bordered on being "dangerous," and pounding was very real and present in any chop to speak of. Even one of their engineers told me that the 50 was a dream but the 46 (47?) was problematic. I'm close to making an offer and wiring a deposit, so thanks in advance for any solid information from those of you with real experience!

hughdunlop Member

I have only run my 46 ( 93 ) for 1 season. Never pounded ever...Following sea can be a little freaky , proper use of power , no tabs and foremost seamanship will stand you well...I would say she is a very well built boat....

RT46 Senior Member

Gray, I own a late 80's Model 46 Post. Overall, I am extremely pleased with the performance and construction of the boat. I would agree that the 46 Post (mine anyway) can be a handful in a following sea. I counter following sea issue by going light on the bow with an air deck inflatable, no davit, and the OB in the cockpit; I also try to leave weight in the rear. The 46 Post has a forward and aft fuel tank. My Post has almost zero deadrise. The stern looks almost flat. As a result you need less power and fuel to push the same size boat with a lot of deadrise. the Post also has less draft because of the flat deadrise. As a result of the flat stern, the drift and troll is extremely stable. Its like a rock at anchor. Some other well know boats (listed below) will rock you silly and snap roll you into sea sickness. My Post can be wet but, not any wetter than a similar size SF. I will say that my 46 Post does not pound. I know that is a big statement, but it is NOT a pounder. The boat is simply not a pounder for some reason. There are other boats (some listed below) that are pounders. In my 46 Post, I have Inline engines behind capital gears. That combination pushes the mains pretty far forward in the ER. I understand that the same boat with different gears or 6v92s puts more weight in the rear. Also, apparently there was a re-engineering of the rudders at some point which apparently significantly counters the following sea handling. I have a pair of these new rudders in the shipping crate, some day I may get around to installing them. I base my opinions on: Over the years I spend considerable time on Hatteras, Vikings, Bertrams, and a Henriques in the 35-54' range. Recently, I have been spending some time on modern Downeasters. For some reason I dont have a lot of time on Ocean Yachts. Bottom line(s): Any of the above boats have trade offs and limitations, all are somewhat of a compromise. If you end up with the 46/47 Post you will be happy. My 46 Post has exceeded my expectations in performance and construction. The only thing I don't like about my 46 Post is that it is not a 50 Post.

Capt Ralph Senior Member

The only thing I don't like about my 46 Post is that it is not a 50 Post. Wrong tape measure.

Davidoc Senior Member

Gray, I cannot agree more with RT 46. I have a 91 46 with 6v92's. I Got her in 2005 and was faced with all of the same concerns that you have. Post made a number of refinements on the hull and running gear in 89 and 90 to address the concerns over following sea performance. She does have a flat stern but I think the benefits of that design far outway the heavy deadrise boats such as Bertram. I can tell you that the boat does not pound. She has a long deep bow that slices the waves in heavy seas. She will throw water depending on the wind direction but I think all boats do that in that category. I don't know anybody who likes 6 to 8 foot seas but if you have to be there slow down to 16 to 18 knots in a head sea and work on driving better in a following sea. She goes very fast down hill. Perfect boat for me. We don't talk Ocean.

P46-Curaçao Senior Member

I own a 1981 Post 46, with 6-71's and always have a 5-7 foot sea... bow is wet (sorry), only pounds if I go to fast and throws the boat a little sideways in following seas, if I go to slow... In my opinion it's all about the right speed, I was a little concerned as you are, but extremely happy with the build quality of my Post 46... I have been through almost everything, so think I know about some of it...;-) (RT46, could you give more info on the new rudders??)

P46-Curaçao said: ↑ I own a 1981 Post 46, with 6-71's and always have a 5-7 foot sea... bow is wet (sorry), only pounds if I go to fast and throws the boat a little sideways in following seas, if I go to slow... In my opinion it's all about the right speed, I was a little concerned as you are, but extremely happy with the build quality of my Post 46... I have been through almost everything, so think I know about some of it...;-) (RT46, could you give more info on the new rudders??) Click to expand...

Attached Files:

Img_0543 - copy.jpg.

Woww, that's a complete different design... I'm vey interested how it handles if you have mounted them!!

chesapeake46 Senior Member

P46-Curaçao said: ↑ ......In my opinion it's all about the right speed, I was a little concerned as you are, but extremely happy with the build quality of my Post 46.. Click to expand...

Trinimax Senior Member

I believe that allot of the chatter you hear about post and ocean around the dock comes from people who heard it from a friend of a friend who knows a guy who took a run on a post/ ocean. The bottom line, is that allot of it is just dock talk. the reason that people may have the called the post/ ocean, slammers is because in the early 80's they had higher cruise and top end speeds compared to the hatterases and bertrams of that era. Some owners would try to run those higher cruise speeds in heavy seas, and hence the boat will be called a pounder. The following sea ride on a post/ocean is definitely not as good as the following sea ride of a bertram, but the fuel burn is not as high, and as others have said, every boat is a compromise. just my 2 cents

mfan46 Member

Trinimax said: ↑ I believe that allot of the chatter you hear about post and ocean around the dock comes from people who heard it from a friend of a friend who knows a guy who took a run on a post/ ocean. The bottom line, is that allot of it is just dock talk. the reason that people may have the called the post/ ocean, slammers is because in the early 80's they had higher cruise and top end speeds compared to the hatterases and bertrams of that era. Some owners would try to run those higher cruise speeds in heavy seas, and hence the boat will be called a pounder. The following sea ride on a post/ocean is definitely not as good as the following sea ride of a bertram, but the fuel burn is not as high, and as others have said, every boat is a compromise. just my 2 cents Click to expand...

Capt J Senior Member

RT46 said: ↑ The trade off on the following sea handling is the stability at drift, anchor or troll. You can adjust seed and weight in a following sea. There are boats that handle the following sea better than Posts, but those boats will rock you silly at anchor, drift, or troll. you can not adjust for that, your stuck with the snap roll Click to expand...

yea the ocean is not the best in the following sea, the 43 is an improvement over the 38. the oceans definitely have a narrow transom, hech the transom width on my 43 tapes out at 11 ft compared to 15 ft at the widest point. If you want to talk about scary in a following sea, older hatterases will take the cake for that one, there is an old 60 and 46 down here in Trinidad that have had broaching incidents which caused injuries to the passengers onboard. the captain of the 46 was almost ejected from the flybridge during a bad broach, which broke the helm chair off its mounts

porthole Member

RT46 said: ↑ I went out to the shop and opened the box. Click to expand...

prop hitting ground_11-14-02_02 copy.jpg

mwwhit1 Senior Member

This is what is on mine from the factory in 84. Bigger than even this new design. Could be why I don't find following sea handling nearly as bad as some claim. (Pic is new cutlass bearings this past winter)

Woww, that's a huge difference with mine, any idea where to buy?

I got mine direct from the new Post in Maryland last year

RT46 said: ↑ I got mine direct from the new Post in Maryland last year Click to expand...

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2 Crew Members Under Investigation In Sicily Yacht Sinking

As the investigation into the sinking of the superyacht off the coast of Sicily broadens, Italian prosecutors are now scrutinizing the actions of two other crew members in addition to the captain of the vessel.

On Wednesday, prosecutors placed crew members Tim Parker Eaton and Matthew Griffiths under investigation, according to The New York Times . Eaton was in charge of the yacht’s engine room, while Griffiths was on lookout duty the night the yacht sank.

When someone is placed under investigation in Italy, there is no guarantee that charges will follow.

The Bayesian, a 184-foot British-flagged yacht deemed unsinkable by its ship maker Perini Navi, went down in a storm off the coast of Sicily on Aug. 19, killing one crew member and six passengers, including British tech magnate Mike Lynch and his 18-year-old daughter, Hannah.

The yacht carried 22 people — 10 crew members and 12 guests who were there celebrating Lynch’s acquittal in June on all charges in a fraud case that followed the sale of his company Autonomy to Hewlett-Packard for $11 billion in 2011.

Fifteen of the 22 people aboard survived by escaping on a lifeboat and were rescued by the sailboat Sir Robert Baden Powell. It remains unclear how the Bayesian sank, especially as the nearby Baden Powell remained largely unscathed despite the storm.

According to The Associated Press , Giovanni Costantino, head of the Italian Sea Group, which owns Perini Navi, said the yacht’s sinking was likely caused by human error.

“The ship sank because it took on water. From where, the investigators will say,” he told Italian state media, per the AP.

Captain James Cutfield is facing a manslaughter inquiry to determine whether his actions caused the shipwreck, Cutfield’s lawyer Giovanni Rizzuti told the Times on Tuesday. Prosecutors interviewed Cutfield this week, but he exercised his right to remain silent and is “very distressed,” according to Rizzuti.

This week, nine of the 10 crew members, including those under investigation, left Sicily, sources told the Times. In Italy, people under investigation are not prohibited from leaving the country.

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