This Boat is Off Market

  • Off Market
  • $374,400
  • Power / Motor Yachts
  • Formula / 48 Yacht
  • 2005 / Used
  • 48' / 14'
  • 2005 Cummins QSM 11
  • 2005 Cummins QSM 11
  • 660 hp
  • 390 hrs
  • Diesel

Motor Yachts 2005 Formula 48 Yacht listed by Denison Yacht Sales - MAIN (Off Market)

  • Last advertised price $374,400
  • Powered by twin Cummins QSM 11 / 660 hp / 390 hrs
  • Off Market since Sep 17th 2015

To see full description of this boat from the seller click on the Seller Description tab above.

Always Fresh Water

Loaded--All Available Options When Ordered!

Twin Cummins 660 HP

Low Hours

Bose Sound

Raymarine C120-Radar, GPS, Chart and More.

Hard Top With Air Condition and Heat

Please contact Fred Schmitt for more information:

Power Boat Guide says:

Formula whose name has long been associated with performance, the Formula 48 Yacht is much more concerned with luxury than speed.This is Formulas largest and most expansive cruising yacht ever, and she retains the high level of quality that longtime boaters have come to expect in a Formula product. Built on a deep-V hull with prop pockets, the 48s lavish accommodations are both elegant and spacious. Headroom exceeds 7 feet in the salon and varnished cherrywood cabinetry, Ultraleather upholstery, and designer fabrics dominate the interior. The huge L-shaped galley rivals that of a small motor yacht, and the aft stateroomwhich can easily double as a denhas its own private head with shower. Across from the salon, a built-in LCD television automatically tilts for the best viewing angle. The expansive cockpit of the Formula 48 provides seating for ten, and the helm layout is as good as it gets in a big express. Unlike most stern-drive-powered European sportcruisers, the Formula is an inboard design that many boaters prefer for maintenance reasons. Twin 660 hp Cummins diesels will cruise in the mid 20s and reach 3233 knots wide open.
Power and motor yacht review:

We were getting ready to record our first acceleration run when Formulas executive vice president Grant Porter, who was seated at the helm, exclaimed, Bill, look! I knew why he was so excited because I was already squinting into the Florida sun myself, my OceanPC laptop forgotten, my mouth half open, and the hair on the back of my neck standing up like I was seeing the ghost of ol Eddy Teach himself.

Porter shut down our Cummins QSM11s. Then, grabbing onto the walk-through windshields beefy safety rail, he bounded up the steps, swung the central panel open, and hustled out onto the foredeck of our 48 Yacht. Better view from up here, he enthused, and I joined him immediately. We stood there, awestruck, while the voluptuously styled 48 swung unattended, adrift, utterly besieged.

Rays! Porter marveled. Or to be more accurate, millions of rays! More rays than either of us had ever seen in our entire lives. With wingspans of up to three feet, they were well below the surface, zooming under and around the 48 with the cohesion of a single-minded whole. It was a fabulous thing to witness but unsettling, as if wed somehow stumbled into the forbidding depths of prehistory. We watched until the last one was gone.

Seeing stuff like thats what cruisins all about, Porter opined as he fired up the mains at last and got us underway again. He was absolutely right, of coursebeyond the technology and sweat that go into todays boats, there are deeper, more compelling realities. Later, as I climbed behind the 48s mahogany-rimmed Dino wheel after Porter and I had finished measuring and recording the performance data that accompanies this story, I resolved to bear that sentiment in mind. After all, theres as much poetry behind test-driving a race-bred Formula as there is technology and sweat.

Ergonomics got the ball rolling. The comfort I felt upon settling into the half-seated position I prefer when driving performance boats belied the crisp shape of the double-wide helm seats flip-up bolster and the thick aluminum hinges that support it; Formulas famous for the quality of its in-house upholstery work, and the lounges and seats in our cockpit made it easy to see why. Visibility was excellent, both over the windshield and through it. Automotive-style side windows proffered natural ventilation, plenums on the dash provided optional air conditioning, and the wheel was both three-way adjustable and easy to turn, thanks to Sea Star power-assisted hydraulics. Cool? Oh yeah!

The steering console layout kept the theme going. Except for the radar and stereo, which were far to the left, I could read and operate all controls and components without leaning forward more than a couple of inches. Bennett trim tab rockers, an ACR spotlight touchpad, a VHF, a Vetus bow thruster joystick, and a Raymarine autopilot were all within easy reach. And although there was digital engine detail on the Cummins monitors in front of my peepers, Formula had installed Livorsi analog gauges as well.

But then came the real poetry. To perform our wring-out, Porter and I headed for the open Gulf of Mexico, which was flat calm and, as luck would have it, devoid of mass-migrating rays. What twanged my heartstrings right off the bat was cornering. Our 48 did hard-over turns, figure-eights, and fast, back-and-forth course changes like an F-16. Then there was the acceleration. Although our test boats time to top end was middling by comparison with competing sport cruisers, the experience of planing was uncommonly and incredibly smooth, with no detectable break-over point. The curve I recorded with my OceanPC substantiates the observation: Its virtually linear and clearly shows the 48s tendency to rise steadily and bodily out of the water as speed increases rather than struggle over a hump. Trust me, the sensation you feel when you firewall the throttles of an 18-ton cruiser and seemingly levitate may not quite qualify as transcendence, but its dang close!

We concluded our sea trial and tied up in time to devote most of the afternoon to a dockside walk-through. This began with the 48s interior, which adheres exactly to the layout of the Formula 47 , introd in 2003: master stateroom forward, large guest stateroom/lounge area aft, and galley/dinette/saloon between. (Formula replaced the 47 with the 48 because the 47s hull form did not have enough buoyancy aft to support big diesels. Extended pods and running surfaces under the 48s reverse transom overcome that deficiency.)

A couple of interior features warmed the cockles of my heart. These included solid-maple drawers in the U-shape galley, each with dovetailed corners and a solid bottom, gorgeous book-matched American cherry joinery in the saloon, and an adjustable Corian cocktail dining table there with leaves and filler cushions to convert the adjoining settee into a berth.

I was also happy with the engine room, accessed by simply deploying a switch to raise the lounge area at the rear of the cockpit and then walking down a couple of steps. Elbowroom between the engines is decent considering their size, and there were several inches of clearance overhead when I sat down on one of the massive I-beam engine bearers. All fuel, sanitary, and plumbing hoses were laid out in schematic fashion, cushion-clamped, and for the most part split-loomed.

Porter and I ended our time together with a return to the foredeck, a fitting spot for our boat test wrapup for a couple of reasons. First, the place had earlier afforded us the opportunity to see a truly amazing sight. And second, the place gave us a great view of the racy exterior styling of the 48 Yacht, which, in league with potent performance, finely finished interior appointments, and well-engineered machinery spaces, makes her a fitting flagship for the Formula fleet.

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