The evolution of down east inspired designs during the past several decades has been an interesting process to observe. This genre of design was inspired by the salty, no-nonsense Maine-built lobster boats. Occasionally a yachtsman commissioned a yard to finish a hull with a “yacht” interior, although they were still rather basic when it came to styling and amenities. Eventually boats from Maine builders such as Wilbur, Jarvis-Newman, Spencer, and Wesmac began to carve their own slice of the pie, gracing waterways around North America.

There were certainly a few flashier, plusher designs produced by custom and semi-custom yards such as Alden Yachts and Ted Hood’s Little Harbor. The production market, however, was relatively void of down east styled production models until the mid 1990s. Grand Banks Yachts was one of the pioneers in this niche market with the introduction of its Eastbay series in 1995. It developed the winning formula of combining a Ray Hunt-hull with the legendary build quality of a Grand Banks. The first Grand Banks Eastbay was a 38 express with exquisite lines that would stir the emotions of even a novice boater. No matter which way your design sense leaned, few could argue that the design was timeless, like the blue blazer many of us have hanging in our closet. (To fulfill my editorial obligations I should mention that I worked for Grand Banks until 2000.) The new Grand Banks Eastbay 45 is the latest in the series and relies on the same winning combination, but spices up the formula dramatically.

The company first developed the 38 to address the aging trawler customer who was looking to downsize and whose agility dictated the convenience of an express styled boat. This target audience was certainly receptive to the 38 concept, however an entirely new, broader market was attracted to the styling, performance, and quality of the Eastbay. Eventually the company introduced several models up to 58 feet and today production matches that of its venerable trawler series.

Soon this niche market was flooded with a host of builders riding the retro wave. However, these early designs, the Eastbay included, did have some shortcomings. My friend and marine industry veteran, the late Chip Shea, had a good perspective on the down east fury. “You know, I see some guy pull into the marina next to me on a million dollar down east boat, and he’s still walking down the dock with his toiletry kit to take a shower because he’s got a small crummy wet head. I spent half that and I’m surrounded by the comforts of home.” I never forgot Chip’s sentiment and became keenly aware of it while cruising on and testing a variety of designs.

Most of these early designs were nice to look at, but when it came to creature comforts and updated interior styling, they fell short. In a sense, the evolutionary ladder did not propel the design much beyond their traditional, conservative, Yankee roots. Is it possible to still maintain the classic elements of down east design, yet spruce it up for a more discerning buyer? The new Eastbay 45 is proof positive that it is.

The exterior styling cues are subtle, but as a whole, give the Eastbay a wink toward contemporary influence. A strong effort was made to soften things up a little. For instance, ports are now rounded versus the original rectangular ones of the earlier models. The stanchions slope forward, and the edges of the deck house windows are softened and curve around the rear of the house.

Yet the 45 still features the same details that make the series so popular with cruisers. The side decks are wide and require no twisting or turning to get to the bow. There are large cleats and chocks, including properly positioned amidships cleats that are large enough to allow you to double up a fore and aft spring. The yard also placed grab rails where you need them to insure a safe passage between the bow and the cockpit. I like the fact that the forward coach roof is finished with a painted non-skid. Without it, the area would be a skating rink when wet. The one exterior change I would suggest is altering the mast to allow for an open array radar.

At press time the company was modifying the 45 to allow for a larger cockpit, foregoing the fixed fiberglass swim platform that was designed to easily accommodate a tender. Personally, I thought the size of the cockpit was more than adequate and I liked having a smart tender retrieval system. The lines of the 45 are too sweet to hang an unsightly inflatable off the transom. Although I commend the company in making the change after digesting customer feedback.

One of the unique features that forces the cliché—“this is not your father’s Eastbay”—is the drop-down window and Dutch-door between the cockpit and saloon. The design joins the two social centers: the saloon/galley and the cockpit. This gives a large indoor/outdoor great room of sorts. I was able to put the concept to the test during a post-photoshoot happy hour in the Bahamas. The design’s functionality was increased by the placement of the galley in the aft port corner. This arrangement allowed easy service between the galley and the cockpit of food and refreshments.

“We received mixed feedback on this arrangement,” said David Hensel, Marketing Director for Grand Banks, “But there are several arrangements available.” I think you have to live on the 45 for a few days like I did to realize that this optional layout does work very well. I also liked the fact that this placed the settee forward in close proximity to the helm, bringing the helmsman into the conversation. This is key when you consider there is no bridge, making the saloon the primary gathering place while under way. There is also a galley-down arrangement that allows for a double helm seat on the port side, but I like the lounging abilities afforded by placing the settee in this position.

Our test boat featured a forward laundry room on the port side that I would forego. I’ve cruised extensively and have found the only time a washer and dryer are a real luxury is when you’re cruising away from land for more than a week. Besides, most marinas offer facilities.

I spent the night in the starboard guest stateroom and had no complaints at all. In fact, thanks to the 14-foot, 6-inch beam, it was downright spacious. There are twin berths, a flat screen TV, stereo/CD and enough storage for a long cruise. Although, another interior option in this space is an office and stateroom combination. Obviously the best choice will depend on how you use your boat. However, I like the fact the centerline bulkhead opens with pocket sliders. The area could also be used as a separate hangout space for kids while the adults are enjoying the saloon area. It is versatile and allows two to sleep comfortably, making this option a no-brainer in my book. This arrangement, combined with the second head in lieu of the laundry area could create the ideal layout.

The forward stateroom benefits from natural light, thanks to the hatch and two opening ports. The island berth is comfortable and easy to climb into. There is direct access from this stateroom to the head.

The joinery and hardware throughout has been updated as part of an on-going design process brought on by company management. The slightly more contemporary styling blends nicely with the traditional teak interior. However, since a Grand Banks is not intended to sit idly in the slip as a waterborne condo, there are a few items that I would add to create a more offshore friendly craft. Perhaps these may have been lost in the transition to a more stylish interior. For example, fiddles need to be slightly higher to keep charts and cruising guides from sliding off horizontal surfaces, and there is no area at the helm to stow items such as binoculars, cruising guides, and even the dreaded cell phone. The area was also absent of a standard 12 volt plug for a cell phone charger. You’ll need to rig up an adapter for the builder’s two-prong set-up. But there are cup holders.

The line of the sight from the helm was excellent in all directions. This is an important design element for a closed saloon express styled cruiser. Blind spots in the aft quarters were removed by rounding the aft windows, and the expansive windshield created a seamless line of sight. The Stidd helm seat was easily adjusted to provide a natural, comfortable driving position. The wheel was also repositioned from earlier Eastbay models, placing the helmsman in a more commanding orientation.

This is Grand Banks’ first saloon express model with a sunroof, which brought in fresh breezes and the Bahamian sun. Our boat was hull number one and we developed a small leak while screaming into a large head sea. “We’re already addressing this,” said Hensel. To be fair, this set-up is tough to master on the first round and I’ve seen far worse leaks on other boats with sunroof designs.

Grand Banks has done a superb job of insulating the sound from the saloon area. This is critical if you consider that there is no flybridge and the saloon is where you will operate the boat from 100 percent of the time. At maximum rpm, we recorded only 78 decibels in the saloon area. As a frame of reference the sound level of normal conversation is 64 decibels. At 2100 rpm and 23.7 knots, we recorded a very pleasant 74 decibels and I was easily able to converse with everyone in the saloon. The twin Caterpillar 567 hp C9 diesels seemed to be an appropriate fit for the boat and should provide a cruising speed of approximately 24 knots and a top end at 30 knots.

During a sprint from Bimini to Cat Cay, we hit some sloppy seas with the average height running about five feet and there were a few larger crests coming out of Bimini. Although the 45 is certainly snazzier and more comfortable than her older siblings, she is still a rock- solid performer thanks to the modified V-hull with a 19-degree deadrise. While running in calmer seas, you don’t even need to touch the tabs. In fact, I’ve usually found they’re only necessary if you’re trying to cruise at a lower speed in rough weather.

While I was behind the wheel of the 45 in the Long Island Sound several weeks after my Bahamas trip, I realized there was something familiar about the solid ride and performance. It was the same solid pedigree that propelled the earlier Eastbays to significant milestones. There remained the same timeless styling that appeals to anyone with a blue blazer hanging in their closet. Although the more I looked around, it was abundantly clear that the new 45 propelled leaps and bounds beyond her traditional roots, and even her siblings, creating a stellar combination of timelessness, fresh design, and sound performance.

Performance
RPM Knots GPH DB-A
900 7.6 4.00 64
1200 9.5 10.00 67
1500 13.1 18.4 70
1800 18.8 27.0 71
2100 23.7 38.0 74
2400 29.5 59.4 78
2500 30.5 60.0 78
Speeds measured by GPS on the Atlantic ocean w/six adults aboard, 238 gals. water and 110 gals. fuel. Sound levels measured at the helm in dbA Fuel consumption measured by the caterpillar electronic engine managment system.

Specifications
Base Price.............................$827, 300
LOA w/swim platform.......................45'2"
Beam...............................................14'6"
Draft..................................................3'7"
Displacement...........................41,000 lbs.
Fuel..............................................475 gal.
Water............................................150 gal.
Test Power (2) 567-hp Caterpillar C9 diesel inboards.