|Locatie||Freeport, New York, Verenigde Staten|
|Lengte over alles||10.16 m|
|Max diepgang||0.99 m|
|Min. diepgang||0.74 m|
|Vlaktilling bij dwarsbalk||21°|
|Motor model||350 MAG MPI DTS SeaCore|
|Propeller typ||6 bladen|
|Propeller grondtsof||roestvrij staal|
|Motor model||350 MAG MPI DTS SeaCore|
|Propeller typ||6 bladen|
|Propeller grondtsof||roestvrij staal|
|Zoetwater reservoirs||35 gelling|
It's About YOUR BEST Time
When you demand TOP condition, this is truly the finest 310/330 to purchase, all of the 33' 4" length. This model was named the 330 Sundancer from 2010 to 2016. She was always in FRESH WATER until summer 2016 when she came to Al Grover's and her new owner. He is the owner to buy from: Meticulous and Perfectionist. Gain certainty to purchase, enjoy turn-key ownership immediately and into the future. Sea Core system is your best protection for this valuable machine in salt water.
Twin Merc SEA CORE 350 MAG MPI DTS Bravo III, 300 hp each, 280 hours, exhaust and risers are closed cooled, these were removed and pressure tested at Al Grover's in 2018 then installed with NEW gaskets. NEW Kohler 5ECD generator in 2016 with Centek fiberglass exhaust silencer. Drives serviced winter 2018, NEW gimball bearings 2018, NEW sea water pumps 2018, NEW Smartcraft displays 2016, NEW enclosure in 2016, NEW poly-carbonate panels 2017 plus older set, Seadek installed new 2018, 2 full color spectrum under water lights installed new 2018, NEW LED lights in cabin 2018, 2 sets of cabin carpet covers, A/C removed tested and serviced 2018, JL Audio stereo with amplifier, 4 cockpit speakers 7.7", USB ports in starboard aft cockpit, full galley with fridge plus Isotherm chiller drawer, 2 TV's in cabin, private head with teak sole, cockpit wet bar with refrigerator, teak cockpit table, air compressor to inflate toys, transom folding seat, Raytheon C80 GPS plotter/radar, NorthStar vhf, NEW full length mirror in head and much more. No scratches or defects, everything operates, survey ready condition. The Merc SEACORE engines and drives provide superior protection from the salt water.
Our Experience Improves Your Experience. Get it Right at Al Grover's.
Mercruiser SeaCore Press Release
News ReleaseMercury Marine introduces SeaCore® system for MerCruiser® sterndrives FOND DU LAC, Wis. – Mercury Marine has begun production of SeaCore – a revolutionary new line of MerCruiser sterndrive packages that deliver comprehensive corrosion protection for the engine, transom and drive.
The MerCruiser SeaCore system is relevant to owners of cruisers, performance boats and large runabouts operated or moored in salt water.
SeaCore models benefit from integrated system engineering to enhance the product's saltwater durability at all levels. SeaCore models have a stainless steel package to improve durability and appearance while reducing maintenance. Engine corrosion protection features include standard closed-cooling to maximize engine life. An engine-mounted flush system cleans minerals from the water passages with tap water.
SeaCore propulsion-system components exposed to saltwater on the sterndrive and transom assembly are constructed of hard-anodized XK360 low-copper aluminum or stainless steel for outstanding corrosion prevention. Hard anodizing XK360 creates an electrical insulator that interrupts the galvanic circuit most responsible for corrosion damage in saltwater. Hard anodizing creates a highly durable protective shield against the negative effects of salt water to all surfaces including internal water jackets and exhaust passages. This hard anodized surface is then specially prepared, primed and painted with very high quality black baked enamel paint that adds even more integral protection.
SeaCore models are available with MerCruiser's Bravo sterndrives and fuel-injected engines between 220-425 horsepower.
SeaCore versions of the Bravo One, Bravo Two and Bravo Three drives can be used without re-engineering boats to accept the new product. This minimizes barriers in order to successfully implement and maintain SeaCore products.
All MerCruiser engines with the SeaCore system carry a standard four-year limited corrosion failure warranty. Packages that are Quality Certified Installations will receive a four-year limited warranty.
SeaCore Protection System
SeaCore Protection System Mercruiser Seacore Protection System
The SeaCore™ Protection System from MerCruiser offers more than just improved corrosion resistance. It’s as close as a marine propulsion system can come to being corrosion-proof. Mercury Marine so strongly believes its corrosion protection is the best on the water that MerCruiser provides a standard four-year limited corrosion failure warranty.
The heart of the corrosion-resistant strength of the SeaCore System is the hardcoat anodizing of the drive alloy. This process actually changes the molecular structure of the XK-360 aluminium alloy, creating a shield against the ravages of galvanic corrosion. Hardcoat anodizing is also more abrasion resistant than case-hardened steel, but if the drive is scratched, the anodizing slows the destructive growth of corrosion through the drive surface.
The SeaCore System also provides corrosion protection for the engine with features like closed-cooling and a stainless steel package.
Seacore Corrosion protection features:
Industrial hardcoat anodized XK-360 aluminium alloy
- MerCathode® active corrosion protection
- SeaCore stainless steel package
- Closed-cooling system
- Dry-joint exhaust system
- EDP coated (Electro Deposition Paint) or stainless steel exhaust elbows
- Freshwater Flushing
Sea Core System by Mercruiser-Explained
“SeaCore”™ --The Holy Grail - 07/18/2007For decades marine engineers have searched for the solution to saltwater corrosion. Now, MerCruiser and CMD say they have found it.
MerCruiser Spokesman, Brad Rickleman, explains the new “SeaCore”™ system on video:
The “SeaCore” ™ Lower Unit…see video
The “SeaCore”™ Closed Cooling Engine Block system…see video
The “SeaCore”™ Mercathode™ Shield…see video
SeaCore’s” Added Cost and Added Value…see video
Corrosion has been a thorn in the side of boating (and its growth) for decades—especially for owners of sterndrive and inboard boats in saltwater. Now, MerCruiser and Cummins MerCruiser Diesel (CMD) say they have found the Holy Grail of corrosion protection—called “SeaCore” ™ —that should make their propulsion systems virtually “corrosion proof.” Is this merely marketing hype from Fond du Lac, another good-faith effort, or the real thing? This time MerCruiser is putting its money – and yours -- where its mouth is.
You Kept Us Waiting 39 Years
“SeaCore”™ is being touted as a revolutionary new line of MerCruiser sterndrive and CMD Pod Drive packages that deliver comprehensive corrosion protection for both the engine and drive units. These new propulsion systems give you protected closed-loop cooling, a SS exhaust riser, hard anodized aluminum for the drive unit, a ceramic-coated Mercathode, and the use of more stainless steel on the lower unit than ever before.
That’s great, but why did you make us suffer through four decades of corrosion-filled boating?
Duplicating a saltwater environment in the lab is one reason MerCruiser did not bring its “SeaCore” ™ system to market sooner, said MerCruiser product director Robert Grantham. “To understand the real life of a system, you have to test it in real time,” he said. “You can’t just test it for 90 days, 6 months, or even a year. It has to be several years.”
Say what? The MerCruiser sterndrive was introduced in 1968 -- that was 39 years ago! What gives?
Grantham said MerCruiser hasn’t been just sitting around twiddling its propellers for all those years. He said MerCruiser was fighting corrosion long before “SeaCore” ™. He cited its use of a proprietary alloy with low copper and a chromate conversion process that seals the aluminum of the drive. MerCruiser also uses an electro deposition paint to fight galvanic corrosion. All this was pre-SeaCore.
Kevin Grodski, President of MerCruiser, says “The SeaCore System has been in development for some time and has involved some very complex material science in terms of metal surface treatment and coatings and the development of new alloys and materials designed specifically to provide an affordable, efficient and effective corrosion solution. “The SeaCore System has been extensively tested in the harshest conditions over a long period of time to provide the improvement -- in drive, engine, and all propulsion system components…” he said.
Mercathode: Good But Not Good Enough
MerCruiser has been using the Mercathode system for decades to fight galvanic corrosion. It works off of the boat’s 12-volt battery to provide protection by impressing a reverse blocking current that stops the destructive flow of galvanic currents. Mercathode has its limitations, however, when the drive(s) sit in swift-moving water. This reduces the Mercathode’s ability to recognize “the flow of electrons and counter it with an opposite charge,” said Grantham.
With “SeaCore” ™, the Mercathode will not be relied upon as much to ward off corrosion, he said. It will be called into action if the hard anodized coating on the drive is scratched off, however.
In 2002, at least two boating news organizations reported that the Bravo III drive was susceptible to galvanic corrosion. (Controlling galvanic corrosion relied heavily on the proper use and maintenance of the Mercathode system.) Grantham said the development of “SeaCore” ™ was not a direct result of these challenges with the Bravo III. More importantly, MerCruiser wanted to meet consumers’ expectations for low- or no-maintenance engine systems—and “SeaCore” ™ will go along way toward meeting that goal, said Grantham.
Backed Up with a 4-Year Warranty
The new drive systems have 4-year corrosion limited warranty. That is truly impressive. Company literature states that “SeaCore”™ is “as close as a marine propulsion system can come to being corrosion-proof.” That doesn’t mean it’s totally corrosion proof, but it is a quantum leap over any traditional corrosion protection, said Grantham. The warranty does not cover corrosion caused by electrolysis.
No Such Thing as A Free Warranty
“SeaCore’s” extra protection will cost consumers roughly an extra $2,500 (retail), depending on the model. For instance, the standard version of the MerCruiser 375-hp 496 Mag with Bravo III is $24,724, while the “SeaCore”™ version is $27,226. The 220-hp 4.3 MPI with Bravo I goes for $14,079 in the standard version and $16,581 for the “SeaCore”™ version. The 320-hp MX 6.2 MPI with Bravo III carries a retail tag of $20,430, and the “SeaCore”™ model is $22,932.
Is It Worth It?
If “SeaCore”™ lives up to the hype, we think its additional cost will be worth it. The corrosion protection is impressive—and it’s backed by a 4-year warranty. The $2500 extra you pay to have a “SeaCore”™ system should more than pay for itself at resale time. Think about it. If you were in the market for a used boat would you be willing to pay $2500 more for an identical boat with a “SeaCore”™ if you used your boat in salt water? Even if you buy a boat new for a freshwater application, when you go to sell it you have a greater re-sale market if it has a “SeaCore”™ system because saltwater water buyers will consider it, too.
SeaCore: Protection Comes From 5 Angles
- Hardcoat anodized aluminum alloy for the drives’ running gear (all Bravos: I, II, and III)
- Mercathode corrosion protection: This galvanic corrosion-fighting system has been around for decades, says MerCruiser. It works off of the boat’s 12-volt battery to provide protection by impressing a reverse blocking current that stops the destructive flow of galvanic currents.
- SeaCore stainless steel package: Some components that were once aluminum are now SS, like engine mounting bolts and steering shafts.
- Closed-Cooling System is standard equipment. These engines are not raw-water cooled.
- Stainless steel exhaust elbows. Corrosion protection, according to MerCruiser, covers the entire propulsion package (drive, engine, and related equipment).
MerCruiser packages with SeaCore:
- 4.3 MPI
- 5.0 MPI
- 350 MAG MPI
- MX 6.2 MPI
- 496 MAG
- 496 MAG HO
Boating Magazine review by Kevin Falvey, Aug. 16, 2006
Sea Ray 310 Sundancer
Sea Ray's 310 Sundancer features luxurious accommodations and wonderful docking manners.
By Kevin FalveyAugust 16, 2006
Most builders of express cruisers design their boats to appeal to the tastes of the largest number of buyers, which makes good business sense. Because Sea Ray is the world's largest builder of such boats, you'd think it would do the same. But in the case of the new 310 Sundancer, you'd be wrong. Sea Ray has boldly targeted a specific boater with its latest design-people who crave inboard power. Its V-drive inboard engines and dual-lever, electronic engine controls appeal to those who think stern drives and single-lever controls are best left to small boats. Underway, these boaters want the weight-forward feel that V-drives provide. They want the superior twisting power of rudders and big props turning forward of the transom while docking. Sure, there are tradeoffs, including poorer serviceability, increased draft, and lower speed. But within the circle of those whose mantra is "the only real boat is an inboard boat," these sacrifices are accepted.
Yet the 310 Sundancer should appeal to more than this specific market. Its ingenious walkthrough windshield latch, molded gunwale spray rails, and engine hatch prop rod are the kinds of features that, unfortunately, I don't see often enough aboard the boats I test. Its accommodations are luxe, it looks good tied to the dock, and it's described in greater detail in the text that follows.
Sea Ray is one of the few boat companies that actually makes a prototype of its new models. Many manufacturers go from the drawing board to the water, sorting out the bugs via the warranty process. (Never buy Hull #1, I always say.) Since Boating strives to bring you the best first, I tested a prototype 310 Sundancer. As such, pricing for accessories and the test boat power weren't available as we went to press. I would suggest paying for some of these optional features simply because they further the 310 Sundancer's mission. Consider the MerCruiser DTS (digital throttle and shift) engine controls installed in the prototype.
DTS isn't new, but the way it was applied in my tester was a first for me. Instead of a single lever to provide shift and throttle for each of the 300-hp MerCruiser 350 MAG MPI Horizion engines, there were separate throttle shift levers for each engine. These were mounted traditionally: The throttles were to starboard of the wheel and the shift levers to port. The advantage? None really, although the inboard guys who disdain stern drives and their accouterments will appreciate the natural feel of facing aft and grabbing the levers behind them when backing into a slip. What's more, those four honkin' chromed-out levers look cool. You get engine synchronization, rudder angle indication, and the ability to shift immediately from forward to reverse in an emergency with less fear of breaking gears. Pushbutton starting is old hat for inboards, but DTS uses a touchpad, like a microwave oven…or a BMW. Touch the pad, bink, and a hearty vroom! follows.
Underway, the 310 Sundancer is quiet and smokeless, thanks to its underwater exhaust. I coaxed a 34.1-mph top speed out it and enjoyed its ride best at about 30 mph. I needed the trim tabs to attain plane in the prototype without losing visibility over the bow. Sea Ray says it will tweak the hull bottom before production begins. Despite its high inclination, it maintained an efficient minimum planing speed of 13.8 mph, achieved by decelerating from higher speeds, as you might when running an inlet.
The 310 Sundancer is great at the dock - you can't beat rudders and inboard props for that. But it was also equipped with integrated bow and stern thrusters. These allow you to spin the boat like a top and even move it sideways. But there is no dedicated battery bank for the thruster system, a feature I'd recommend. When I used the thrusters, the helm voltmeter needle fell through the basement. You'll need to be running the genset and charger, especially at low docking rpm, lest you risk shutting down more vital engine functions. Digitally controlled engines require a lot more electrical power than the old cable-operated, carbureted "relics."
V-drive engines make for a less compact installation than stern drives, so access to the aft bilge pump, the waste discharge through-hull, and the internal sea strainers for the genset and air-conditioning is horrendous. Many boats don't even use internal strainers (though they should), obviating the need to get to them. The boat is well rigged, and the engine serviceability is a function of the propulsion choice. Batteries, engine intakes and strainers, and fuel senders are all easily accessible. Other often-checked service points, such as the shower sump and the air-conditioner condenser are easy to get at.
Now, go on the platform and pull open the lazarette hatch. Surprise! It's a flip-out rumble seat. Stowage for shorepower cords and fenders are in two smaller hatches port and starboard. More flip-out seating is belowdecks, where the aft cabin settee and salon lounge both slide out to form berths. That lets you sleep six aboard without having to stow filler pieces and pedestals. I was also impressed by the hinged mattress in the master berth, which makes accessing the stowage below easy.
In the galley, I spied two exceptional features among the cherry cabinets, teak flooring, and two-burner stove recessed within the solid-surface counter. One was a microwave that incorporates a coffeemaker. Talk about a spacemaker. The second was the refrigerated drawer that complements the regular refrigerator/freezer. Two fixed skylights, in addition to the opening hull ports and deck hatch with sky screen, provide light and ventilation below. Topside, you access the bow via steps molded into the companionway slider. There are no sidedecks, accounting for the roominess belowdecks. I found a sunlounge with a headrest on the bow, standard windshield wipers, and the windlass, cleat, and chain stop all under a hatch for a clean installation. Look closely at the swivel shackle on the anchor rode. Its pin is seized with wire at the factory. That kind of attention to detail is hard to come by. Since Cruisers Yachts has discontinued its 320 Express for 2007, the 310 Sundancer is your only choice for an express cruiser this size with V-drive power right now. Keep them honest by saying you're considering stern drives and looking at Rinker's 320 Cruiser ($169,638 with twin 300-hp MerCruiser 350 MAG MPI Bravo Three stern drives) or Regal Marine's Window Express 3360 ($196,049, with twin 300-hp 350 MAG Bravo Threes), then take the 310 Sundancer for a ride.
The Highs: Docking prowess and intangible feel you get only with inboard power. A new twist on digital engine controls. Do the rumble-seat rumba (while anchored, of course). Lots of attention to small details.
The Lows: A dedicated battery bank would make the integrated bow and stern thruster system even better. More draft, less speed and efficiency, and tougher serviceability compared to similar-size cruisers with stern drive power.
rpm knots mph gph naut. mpg. stat mpg. n. mi. range s. mi. range run angle sound level 1000 5.0 5.7 2.7 1.8 2.1 332 382 0 69 1500 6.8 7.8 4.4 1.5 1.8 279 321 0 74 2000 8.1 9.3 6.8 1.2 1.4 215 247 2 77 2500 9.0 10.4 11.7 0.8 0.9 140 161 4 81 3000 11.3 13.0 18.4 0.6 0.7 111 128 7 85 3500 15.8 18.2 24.0 0.7 0.8 119 137 8 86 4000 22.2 25.5 29.6 0.7 0.9 135 156 6 86 4500 26.1 30.0 36.2 0.7 0.8 130 150 6 88 5000 29.6 34.1 47.0 0.6 0.7 114 131 5 92
Draft (max.): N/A
Displacement (lbs., approx.): 12,600
Transom deadrise: 21°
Bridge clearance: 10'2"
Max. cabin headroom: 6'7"
Fuel capacity (gal.): 201
Water capacity (gal.): 35
Price (w/standard power): $147,712
Price (w/test power): NA
Standard power: Twin 260-hp MerCruiser 5.0 MPI Bravo Three V-8 gasoline stern drives.
Optional power: Twin gasoline V-drives or stern drives to 640 hp total.
Test Boat Power: Twin 300-hp MerCruiser 350 MAG MPI Horizon V-8 gasoline V-drive inboards with 350-cid, swinging 18" x 18" four-bladed Nibral props through 2.03:1 reductions.
Standard equipment: (major items) Aft sunshade (fixed), aft, forward, side curtains; 2 windshield wipers; teak cockpit table; wetbar w/sink, cooler, stowage; AM/FM/CD/satellite stereo w/6 speakers and remote; microwave w/coffeemaker; 2-burner stove; hydraulic steering (V-drives); SmartCraft diagnostic gauge display; battery charger; galvanic isolator; internal sea strainers; 30a shorepower; hot/cold transom shower; 6-gal. water heater; vacuum-flush commode, holding tank, overboard discharge.
Manufacturer Provided Description
The epitome of elegance, luxury and grace, this magnificaent cruiser is the ultimate reward for a lifetime of excellence. Upscale features include state-of-the-art navigational technology, an open airy cabin with extra-large windows, and an amazing amount of storage space. In addition, this beauty comes with Sirius satellite radio and 6-months of activation.
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.