Deep-V Questions & Answers

Do Hunt hulls have "constant deadrise?"
No. In a Hunt deep-V, the angle of deadrise, which is the angle of the bottom from horizontal, going from keel to chine, is not the same at each point from bow to stern, but varies continuously. The changes are subtle, part of the "secret" in making Hunt deep-V's superior).

Often, writers for magazines will refer to our hulls as "constant deadrise" V's, adding to the confusion. There are, of course, builders who attempt to imitate our hull designs but then, perhaps to make building simpler and cheaper, make their bottoms unvarying (i.e. constant) in deadrise; these boats will not perform as well.

Is there one optimum angle of deadrise?
Yes and no. Ray Hunt's original 24-degree angle has been proven in raceboats to provide the best performance in ocean racing. For boats whose speeds will be more moderate, particularly in the 20-35 knot range that is sensible for fast cruising and touring, we have had success with lower angles. Many of the yachts we design today have deadrise as little as 18 degrees.

Shallower angles are more prone to pounding at extremely high speeds but are more appropriate as speed and boat weight are reduced. The deadrise angle, within this narrow range, is determined by the intended purpose of the boat and the many aspects attached to its size, weight, power, etc.

Are Hunt deep-V hulls unstable at low speed?
No. Today's Hunt-designed hulls carry their chines lower than the original hullform, so that the chines are now immersed at less than planing speed. When the chines were above water, the beam at the waterline was narrower as the vee of the hull cut in. Immersing the chine makes the waterplane wider and the boat more stable. This does not adversely affect performance because, at the boat begins to plane, it rises slightly and the chine is less immersed. That is part of the process in planing boats of reducing surface area, one of the components in drag.

Moppie: Obviously, the Bertram 31 (1959) "Moppie" was very influential. It came from Dick Bertram's runabout (a 30-foot wood boat which was used for the hull molding plug), went racing where it outperformed the world's top offshore raceboats (finishing a day ahead of most in the grueling 1960 Miami-Nassau Race), and lived on for decades as a much-desired sportfishing boat (still in demand from brokerage).

Boston Whaler 13: The Boston Whaler 13 (1960) was a stable utility boat, much loved by families for its stability (adults as well as kids could dive off the gunwhales without upsetting the boat) and unsinkability. This boat not only launched that builder as a major brand but created a whole new genre of desirable outboard tenders and coastal utility boats. Interestingly, Dick Fisher, the President of what would become Boston Whaler, had approached Ray Hunt to design a sailboat but Ray convinced him to use a newly developed foam construction to build an outboard boat instead. That 13-footer was a commercial success for several decades, followed similarly by the 16-foot Boston Whaler Montauk.

Brave Moppie: "Brave Moppie" (1965), one of Dick Bertram's family of raceboats, was the first and only diesel raceboat to consistently beat gasoline-fueled raceboats. This conclusively demonstrated the efficacy of the Hunt deep-V hullform.

Philante V: "Philante V" (1965), a 70-foot motoryacht designed and built for Englishman Tommy Sopwith, proved that the Hunt deep-V was just as well suited for major yachts as for smaller boats. He cruised rough English waters with aplomb and at speeds unheard of under those conditions. The specifications today of the deep-V in patrol, pilot and military vessels owe much to Philante.