Grand Banks 54 review: traditional style meets modern 31-knot performance

Once considered the gold standard in semi-displacement trawler yachts, Grand Banks recently have been following a different course. Originally launched in 2018, the GB54 is a planing boat. No semi-rounded hull form, this boat runs on chines with what Grand Banks call a V-Warp Hull.

The design uses a sharp forefoot, which flares amidships, and finishes with a mild 6 degree transom deadrise angle. The design maximises buoyancy and lift in the aft sections, the amidships flare reduces slamming in big seas, and the chiselled forefoot has the job of cutting through large wave patterns. The design first used on the GB60 in 2017 has been influenced by racing yacht design, as well as the underwater lines of WW2 US Navy destroyers I am told.

Have no doubt it still has the Grand Banks DNA. Styling is influenced by the Company’s Eastbay range of motor yachts, and the wood-effect planked hull and deck overhangs hark back to GB’s long heritage. Construction has moved forward, not just to improve construction strength, but also to reduce weight. The hull is now resin infused using vinylester e-glass, while the deck and the superstructure are constructed with carbon fibre. Half loaded this boat displaces around 25 tonnes, and with lower topside weight has a lower centre of gravity. This is relatively sprightly – evidenced in its fuel and performance figures.

The build quality and finish is what you would expect of this brand. Some things have changed, for example the teak covered transom is actually made from carbon fibre, painted to appear teak. Likewise all the teak capping on the bulwarks is constructed using the same manner. The idea is to reduce maintenance, as external teak open to the elements always suffers. However the cockpit decking is the real deal, as is the superbly glossed teak table that sits on it. On the aft end of the wheelhouse lies a fridge on the starboard side, and an ice maker/sink opposite – both positioned to serve cockpit alfresco dining.

The long flybridge overhang provides plenty of sunshade, as well as housing some seriously large speakers. The cockpit dimensions are such that you can comfortably sit six around the table, and there is enough deck length for a gentle set of flybridge steps.

Wide side decks coupled with tall guard rails make going forward on fender duties a breeze – and all deck hardware is impressively chunky. The foredeck is an expansive area covered with a suitably texturised non-slip surface, and enclosed by 5 inch toe rails and waist height guard rails.

When it comes to the flybridge, Grand Banks have got their priorities right. This large enclosed area beckons you to stay up top. The helm is equipped with two 19 inch Garmin MFDs, and a pair of STIDD seats no less. On the starboard side sits a large wet bar with fridge, while on the port side an L-shaped settee wraps around another high gloss teak table – with a large griddle and ice maker behind. Impressively the 3.2m tender with 30hp outboard and its associated crane is standard, as are all of the items on the flybridge, bar the electronics.

Settled into your passage-making perch you are presented with twin Garmin MFDs and a teak ‘little ship’s wheel’. The seating comprises twin bolsters – hugely wide, and being a split means you and your navigator can choose your seating setup. There are fold-out foot stools should you want to settle down sitting on a long passage, and cup holders flank either side of the dash. Visibility is very good, even for a wheelhouse boat. There are no cabinets on the aft quarters, the mullions are not oversized, and the windows stretch to fill every available inch.

What will strike you when you first helm this boat, is the linear transition to planing. With the fast acting Humphree auto interceptor trim tab system, this boat is on the plane at around 12 knots – possibly slightly less. It is an unusual experience, as there is no evidence of pushing through semi-displacement mode. If you turn the Humphree system off, it will run with her nose in the air until you reach around 20 knots – so much so that you can’t see over the bow when seated. This is what you would expect, but it does highlight how effective this interceptor system is, and the fuel burn of this boat at medium planing speeds, is better than a similar semi-displacement vessel at the same speed.

The ride is stable as the Humphree setup has auto list-correction, which when you turn hard negates any list. However as I found out, it can chase its tail at moderate planing speeds. This was evident when running through the substantial wake of another boat, resulting in the interceptors alternatively correcting the list. We were running at a sub 20 knot speed, and had we been going faster the extra hydrodynamic lift would have provided more stability. The moral of the story is, it may pay to pile on a few more knots in a beam sea when things pick up.

The turning circle is remarkably tight for this size of boat – with just three turns lock to lock. At around 25 tonnes it takes a couple of big rudders to get this response, making the GB54 unusually sure-footed. There is very little impression of speed. Sound levels at 22 knots were just 65 dB so you can comfortably have a conversation. With the interceptors doing their stuff acceleration is very good, so you will easily find yourself running faster than you expect.

Access to the power plants is via a cockpit hatch that serves a large lazarette beneath – which can also accommodate a washer/dryer. This then enables access forward into the engine bay, where the 5ft of headroom is reasonable all things considered. The standard of engineering is superb – what you would expect from a yacht builder with seven decades of building high quality passage makers. The flooring in the bay is actually teak, with the generator centrally located – in this case a Northern Lights genset, while all the filters and strainers are positioned together for easy access. Battery access is through a hatch in the companionway corridor between the guest cabins. You have an option of three engine options: twin 725hp Volvo IPS 950, twin 725hp Volvo D11s on shafts, and twin 900hp Volvo D13s on shafts.

Joinery is the word here, as you will be struck by the superb high gloss teak that dominates the boat – notably in the main living area. The saloon has an expanse of window space and two seating areas: a pedestal table on the port side, and a smaller table opposite, with combined seating space for nine. A TV powers up at the press of a button from its lair behind the helm – earlier models had a fold-down TV in the ceiling. If you need to move through the cabin on a rough passage, there is a central grab rail running the length of the ceiling. The L-shaped galley is very well equipped with a full height fridge, plenty of under-top storage, a flush hob, coffee machine, sink and lots of overhead storage.

The GB54 comes either as a twin cabin galley-down boat, or with a three cabin galley-up design. The latter as featured is more popular. Having the galley up makes good sense. It is more sociable and enables the skipper to easily move across if he wants to grab a drink or something to eat, while still keeping an eye out.

This design puts an ensuite master cabin in the forepeak, which, superbly finished in typical Grand Banks joinery, has good headroom, plenty of storage, and a TV on its forward bulkhead. The ensuite is generous in size featuring a large separate shower compartment. A twin berth guest cabin sits to starboard, while a small double/large single guest cabin sits opposite – both have use of the day heads located forward of the starboard guest cabin. Both guest cabins have full standing headroom, good storage and large hanging lockers.

This is the smallest of the ‘new generation’ Grand Banks range, and as a traditional motor yacht, it has a modern turn of performance and economy. Engineering and build quality is exceptional – for example the use of carbon fibre to push strength up, and weight down. The combination of Humphree Interceptors, with the company’s V-Warp Technology have produced a turn of speed that is impressive for a 54ft shaft driven boat. Not too surprisingly such a hand-crafted passage maker has a pretty big price tag.

Sweet spot cruising speed: 20 knots at 1650 RPM returning 0.6 NMPG.
Fuel: 30% Water: 50% Crew: 6 Sea conditions: F2.

Is the Grand Banks 54 a planing boat?

Yes. It uses Grand Banks’ V-Warp Hull rather than the brand’s older semi-displacement hull forms.

What is the top speed of the Grand Banks 54?

The tested top speed was 31.4 knots.

What engines are available?

Twin Volvo IPS 950s, twin Volvo D11 shafts, or twin Volvo D13 shafts.

Is the Grand Banks 54 suited to long-distance cruising?

Yes. Its range, layout and passagemaker credentials make it well suited to extended cruising.

How much does the Grand Banks 54 cost?

Quoted prices started from £3,583,800 inc VAT.