|Length Overall||22’ 6''
|Draft Up||N/A||Person Capacity||N/A|
|Draft Down||N/A||Fuel Capacity||
|Air Draft||N/A||Water Capacity||N/A|
|Deadrise/Transom||20-deg.||Length on Trailer||N/A|
|Max Headroom||Open||Height on Trailer||N/A|
2.6 m (max)
|Total Package Weight (Trailer,Boat & Engine)||N/A|
|Prices, features, designs, and equipment are subject to change. Please see your local dealer or visit the builder's website for the latest information available on this boat model.|
|Std. Power||Not Available|
|Tested Power||1 x 220-hp Volvo Penta D3 220 Jackshaft Sterndrive|
1 x 180-hp Yanmar 4BY2 180
1 x 220-hp Volvo Penta D3-220
The Edgewater 230D has a LOA of 22’6” (6.85 m), a beam of 8’6” (2.6 m), and a draft of 37” (94 cm). She has a rated capacity for 9 people.
The design team at Edgewater tells us that the 230D was originally intended to stand up to the rigors of commercial salmon fishing in Pacific Canada. In those conditions a boat needs to run all day, work hard, and still be able to get back at the end of the day with fuel to spare. It also needs the muscle to handle the task without bogging down. In that regard, the diesel-powered 230D is perfectly suited.
The Edgewater 228 CC.
The Edgewater 230D. (Not drawn to scale.)
The main differences in the 230D layout from the outboard model are 1) the amount of open area and how it is carried so far forward, 2) the leaning post really is for leaning, and not so much for sitting, the wheel/helm is further forward, 4) the in-deck storage has been replaced by a single fishbox in the transom, 5) there is much more room abaft the leaning post/rear-facing seats/bait prep station and the inside of the transom, 6) there are no pesky outboard engine in the way of fighting fish off the stern and bringing them aboard there.
• Diesel Power. Having diesel power has a multitude of advantages. Fuel savings of course being at the top of the list. Other advantages include the safety factor of diesel fuel over gasoline, longer endurance, less maintenance, and theoretical longer life span of the power plant. The downside is a higher up-charge and a heavier propulsion package.
• Engine Moved Forward. This moves the center of gravity forward which in turn produces a much more stabilized ride. It also directly affects the bowrise on acceleration with a much flatter transfer to planing speed.
• Sterndrive Propulsion. Take away the typical outboard and we now have a fully usable transom to fish from. Of course family took precedence on our test boat and she was equipped with an optional bolt-on swim platform ($1,653).
• Aft-Facing Seat/Leaning Post. Behind the console there’s a leaning post with padded bolster for driving while standing. This doesn’t really lend itself to sitting as there’s no footrest within reach, and nothing to hang onto. But most of the time center consoles are operated while standing anyway. Behind is an aft-facing seat that makes a great place to watch the lines as we troll along.
• Forward Casting Deck. Rather than V-seating, this casting deck speaks of a boat that is more geared towards working and fishing. Self-draining storage is underneath, and this makes a suitable fishbox. No need to utilize it for anchor storage as that gets secured in a stainless roller at the foredeck.
• Utility Transom. The transom is wide and deep enough to add utility to its functionality. Across the top are three hatches, one for a huge livewell, the center is an insulated cooler, and the third is a fishbox that actually runs under the cooler.
Note the pleasant running angle of the 230D as it gathers speed to get on plane.
Things We’d Like to See
While this is a well-equipped boat, and certainly capable of long runs, there are always things we’d like to see added. They are--
• Stern Bolster. There are padded bolsters running around the entire boat, except at the transom where most of the fish will be coming in from a troll. Netting may be coming over the side, but blues and stripers come over the stern, and fight their way there.
• Move The Leaning Post Back. Just a couple of inches will improve ergonomics at the helm, while at the same time allowing for putting the feet up against the transom while in the aft-facing seats. This makes it much more comfortable and easier to secure oneself into the seat in a sloppy seaway.
• Seat At The Helm. All it would take is to retrofit a seatback and armrests onto the existing leaning post, and add a flip-down footstep/footrest. Fishing grounds can be hours away and that’s a lot of standing.
Edgewater utilizes a form of injection molding called SPI for Single Piece Injection Infusion. All of its boats 22’ (6.7 m) and up are built with this system. Edgewater tells us that the process starts with 108 oz. fiberglass cloth that is of a higher strand-count than the industry standards. It is laid into the hull dry, wrapped around the stringers and transom, which are already in place. The entire structure is then wrapped in an airtight bag, sealed, and a vacuum is pulled.
Finally the resin is injected in and pulled through the materials by the vacuum that is maintained. In this manner, complete distribution is achieved, and it can easily be seen as it makes its way through the entire structure.
Edgewater tells us that test panels stressed under load are shown to be 3x stronger when built using this method than panels built with conventional materials and the hand-layup method. The hull is lighter, because much less resin is used, and therefore the hull is more efficient from a fuel-burn standpoint.
And It’s Also Safer. Boats built under this method remain afloat, even when totally swamped, says Edgewater. It’s also a completely green process. There are no emissions. Take a stroll through the Edgewater plant and notice immediately that it is absent the telltale smell of resin and fiberglass of a typical boat manufacturing plant.
Her construction methods and D3-220 diesel worked together to provide an economical cruise performance of 4 mpg. Note the running angle of the boat is about the same as in the picture above taken before she had gotten on plane.
The Edgewater 230D has a LOA of 22’6” (6.85 m), a beam of 8’6” (2.6 m), and a draft of 37” (94 cm). With 65 gallons of fuel, 3 people and the 800 lb. test engine and lower unit, we had an estimated test weight of 6,195 lbs. (2,810 kg).
We reached our top speed of 37.5 mph at 3860 rpm with a fuel burn of 12 gph. Best cruise was 3000 rpm and 26.5 mph, which produced a fuel burn of only 6.7 gph and a range of 258 miles.
Diesels aren’t known for jackrabbit starts but we still had a respectable 5-second time to plane, we reached 20 mph in 9 seconds, and 30 mph in 13.9.
Top speed with the Volvo Penta D3-220 was 37.5 mph, which produced a fuel burn of 12 gph.
One thing that was blatantly evident on our test was the massive power that this engine has. None of our maneuvers produced any fluctuation in engine speed, and there was a definite feel that this boat would easily perform the same in this light state or fully loaded with people, fuel, ice and fish. She also showed no tendency to dig in to the turns so nothing gets thrown to one side when turning hard.
Let’s start our overview of the features with those that are dedicated to fishing, the primary role of this boat. Beginning at the transom there are hatches to the top and forward bulkhead, all with turn-and-lock type latches. Across the top we have a 20-gallon (75.7 L) livewell, an insulated cooler, and a fishbox that runs under the cooler. There are no in-deck fishboxes or storage compartments so it’s convenient that this one is extended to the underside of the cooler.
All of the hatches are finished on both sides, gasketed, and gas struts help them to be opened.
Rod storage is no concern, there are four rocket launchers lining the back of the hardtop. A single flush-mounted rod holder is in the caprails at the aft end of the two sides. And rod hangers, 3 to each side, run under the gunwales.
Toerails run just under those to add a little more security when leaning over the caprail.
For fishing room, the cockpit measures 6’5” x 2’9” which means 17.6 square feet of working room. The bow casting deck adds another 8 sq. ft. Underneath is storage that is self draining so it would serve as a second fishbox. The hatch is finished off on both sides, gasketed all the way around and held open with a gas strut. Bolsters start at 18-½” and top out at 25” at the stern. At the bow they top out at 26” and the caprail brings the height up to 32”.
Instead of V-seating, Edgewater went with a seat/casting deck at the bow. Storage underneath is self-draining.
Bolsters run nearly all the way around the 230D with the exception of the sides of the console and the transom.
Moving to the console, we have a portside mounted helm and Edgewater correctly mounted the compass directly in line with the wheel hub. In the panel is a 12” display just above the row of toggle switches with circuit breakers under them. The VHF is also mounted high for easy visibility.
Below the stereo, the Volvo Penta EVC display and information is also transmitted to the 12” Garmin display. There’s storage both above and below. Also below are a molded footrest and the battery switches. The digital engine controls include the trim assist and cruise mode options.
There is a fair amount of real estate on the console of the navigation screens. Boaters wanting two navigation screens could move the VHF radio and stereo controls elsewhere.
To the sides of the console we measured 22-½” (57 cm) of clearance space. A door to port allows access to the standard Porta-Potti inside. Just ahead of the console is a seat, but this one collapses to add a little more deck space when it’s time to go to work.
The 230D comes standard with a canvas T-top that includes four rocket launchers, two LED spreader lights and a PFD pouch. Our test boat was equipped with the optional hardtop ($8,328) that carries the same features but also serves as a more solid mounting surface for antennas and radar. All hardware is stainless steel but powder coating is available.
The hardtop measures 68” x 94” (173 cm x 239 cm) and leaves 6’9” (2.1 m) of headroom underneath.
There is a storage locker at the port side of the bow that is intended to serve as anchor storage but we’d opt for the windlass and anchor roller ($2,405) and use the space under the hatch for accessing the rode and manage any tangles.
At the bow a stainless anchor roller is secured to the foredeck and it’s hauled with a Lewmar windlass. A 10” cleat is dedicated to securing the anchor rode and a hatch allows access under the deck to manage any tangles in the rode. Note that Edgewater quite correctly placed a dedicated cleat here for the anchor rode and does not rely on the windlass to hold the rode when at anchor.
Our test boat was also equipped with the optional stereo ($2,097) mounted to the dash panel and in included four waterproof speakers. Dock lines run through stainless hawse holes to beefy 10” cleats under the bulwarks.
Hawse holes lead to 10” (25 cm) cleats underneath and add a measure of protection against chafing on the fiberglass caprail.
The 230D would also serve as a functional dive platform with the optional full beam swim platform ($1,653) added to the transom. But it does cut off the fishing space at the stern somewhat.
As a work platform and hardcore fishing machine, the 230D certainly shows her mettle, and her economy and strength are only improved with the addition of the Volvo Penta D3-220. With this engine she trolls at only 2/10ths of a gallon per hour meaning she can pretty much keep it up for days. And she can cruise in and out at over 30 knots while still maintaining over 3 miles per gallon.
Because of the diesel the 230D costs more than the 228 CC, but she is a lot more boat, too.
|Washdown: Raw Water|
|Outlet: 12-Volt Acc|
= Standard = Optional
|Warranties change from time to time. While BoatTEST.com has tried to ensure the most up-to-date warranty offered by each builder, it does not guarantee the accuracies of the information presented below. Please check with the boat builder or your local dealer before you buy any boat.|
Full Warranty Information on this brand coming soon!