One neat detail is a section of cockpit sole that
lifts to create easy access to the engine space
for daily checks without disturbing the seatingwere a much simpler breed compared
to the electronically controlled D4
motors. In fact, I resisted fitting the D4
engines as long as possible; we only
switched when Volvo physically ran
out of KAD 43 engines and I simply
couldn’t get them anymore. I was
nervous that the newer breed might
be less reliable than the well-proven
KAD 43 but in fact, my fears were
unfounded and the D4 has proven an
extremely good motor.” Twin V8 petrol
engines were a rare alternative –
smooth and powerful, but thirsty.SIZING UP THE SPACE
The cockpit of the Sessa C35 we’re
on is entirely conventional; indeed,
the layout is virtually a carbon copy of
those competitors Richard mentioned
from Fairline and Cranchi. It’s easy tosee why he felt it would offer strong
competition. A large dinette wraps
around the port side of the back half
of the cockpit opposite a small wet bar,
the forward section a single step up
(to provide more headroom in the mid
cabin) with an L-shaped seat to port
alongside the helm position. One neat
detail is a section of cockpit sole that
lifts to create easy access to the
engine space for daily checks without
disturbing the seating, yet hydraulic
rams mean that a far larger section
opens for more in-depth maintenance,
taking the seating with it. Richard
points out the sculpted helm with
inset dials. “Sessa was fitting smart
moulded dash layouts long before
the others.” Later Sessa C35 cockpits
were visually uplifted with cream
upholstery and bronze-colouredAlthough Sessa has been around for many years, the
C35 is not as well known in British waters as its rivals from
Fairline and Sealine. However, Sessa’s tried-and-tested
FRP manufacturing techniques and bang-up-to-date
designs compare well alongside the other established
European builders’ products in this size range.
The internal stress members could be more substantial so watch out
for longitudinal stress cracking along the underwater spray rails, and the
over-large bathing platform is vulnerable to docking damage and structural
sagging. Any stress cracking around the deck and deck fittings should be
considered a defect.
With regards to the early Volvo Penta D4 engines, check for signs
of corrosion at the intercooler end plates as these all-aluminium heat
exchangers tend to corrode from within and are expensive to replace.
The Volvo DPH outdrives (particularly the propellers) are prone to
bi-metallic corrosion even if the bonding wire matrix and anodes are in good
condition. Also check the condition of the trim and (external) steering rams.
Bear in mind that a full pre-purchase survey will cover around 50
modules, each of which can contain up to ten items, so is money well
spent on a less well-known boat such as this.
Tony McGrail, yacht surveyor
Tel: +44 (0)7711 329314. Web: http://www.superyachtsurveys.comSURVEYOR SAYS
TEAK BATHING PLATFORM
The teak is quite thin on the
MKI, so too much sanding is
likely to go throughWATER TANK
Early tanks were stainless steel.
Internal baffles can break,
fouling the gauge senderHOLDING TANK BREATHER
Gauze in the breather of early
models was prone to blocking
causing all manner of woes!