Larson Cabrio 310

 
With a hardy ride, Larson's Cabrio 310 is a reliable cruising companion.

By Capt. Stuart Reininger

The rock-strewn Maine coast, particularly Portland's Casco Bay area, is no place for a wimp-craft, but it was a good location for my sea trial of Larson's new Cabrio 310. At the dock, the boat's high profile and relatively towering freeboard—which contributes to its exceptional cabin headroom—gave the impression of substance and strength. But it made me wonder about windage. On test day, Casco Bay—a direct route to the Atlantic—was flecked with whitecaps driven by a stiff northeasterly. The 31 was tucked into a finger slip at the end of the key, beam to the breeze and making passionate love to the leeward fenders. And the boat was sterndrive-powered, a setup not renowned for adeptness around the dock when conditions are frisky.

Fortunately, this Cabrio—supplied by Reo Marine Services in South Portland—sported a pair of 270-hp Volvo Penta V-8s with Duoprops. These twin, counter-rotating propellers go a long way toward matching the deep bite of inboards. What I thought would be a wind-grabbing freeboard was no problem, thanks to the Duoprops and Volvo's smooth throttle/shift combination control. With an easy push off the dock, we simply jockeyed the stern into the breeze and were out and clear.

The Larson performed like a champ as we slammed through the stiff chop. And when running broadside to the wind, there was no feeling of instability. In the higher gusts, there was a hint of chine walk—where the boat while on plane heels somewhat into the breeze—but never enough to need correction with the tabs. The 31 came on plane at about 2800 rpm, which is higher than I would have preferred, but we had heavy iron aft and a full tank of fuel. Even so, this Cabrio topped out at 41 knots. And that was in less-than-optimum conditions, with less than the maximum horsepower.

At this point, I have to mention Harry Schoell. He's the guy who developed and patented the Cabrio's unique Duo Delta Conic hull, which allows mid-cabin cruisers to get up into the speed zone previously reserved for stripped-down throttle jammers. Essentially, it's a notched running surface that creates a wave of water pressure under the aft hull section. The pressure lifts the transom upon acceleration with minimal bow rise. When the boat gets on plane, its double-stepped design allows for less wetted running surface. The boat actually rides on two plane sections that in total square footage measure less than the single section in most planing hulls. Therefore, there's less drag, more speed, a smoother ride and better fuel economy. I've been tooling around in these hulls since they first got their bottoms wet and have been a long-time convert.

When we returned to the dock, I was yearning to partake of the belowdeck comforts. According to the Reininger Institute of Statistics, we boaters spend 98 percent of our time at the dock and the other 2 percent charging off to find another place to plug in. The Cabrio can fulfill that requirement. The curved lounge area can serve as a dinette for the family. The mid-cabin tucked behind the companion steps is not separated from the main salon by a bulkhead, so it becomes another lounge during social hours. Close the curtain for privacy when it's time to convert the lounge to a double berth.

Another privacy curtain separates the double berth forward. The space is laid out so that changing the sheets doesn't have to be a version of the Twist. Other easy-living touches in the cabin include the headroom—which is 6'3"—and the head compartment. Unlike the heads found on other mid-cabin boats in this size range, this one has a stand-up, enclosed shower compartment.

The on-deck layout includes Larson's convertible wraparound seating, which can be changed from sun lounge to dance floor in minutes. The skipper's bolster comes up when you do, making either standing or sitting a natural position. There are no sidedecks to speak of (another reason for the acreage below). To go forward, use the "split shield, but venture carefully in any kind of slop as the only handhold is the top of the windscreen. I would opt for an aftermarket grabrail. Nonskid, however, is aggressive.

Maintenance-wise, life on the Larson couldn't be simpler. The main 110/12-volt panel is mounted—in open sight—in the salon. That's just where I prefer it, as a quick glance at any time lets you know that all's well. The manual engine hatch allows entry for anything short of major work, and if that were necessary, loosening a few bolts allows the whole cockpit deck to come up. All the plumbing and electrical connections are properly color-coded and chafe-protected. This all is good detail and the type of finish I've come to expect from Larson.

©Motor Boating Magazine, September 2002

Other Sea Trials featured this month:

• Itama 50
• Coastal Craft 400 IPS
• Cruiser Cats Havana 38
• Lyman-Morse 54
• Cabo 36

Electronics Archive

• More Electronics from past issues.