A 29-foot bowrider? Who'd ever buy a boat like that? The answer is, a lot of boaters are, and more will definitely join the ranks after they see and drive the new 29-foot Alandra by Essex.

Actually, to label the new Alandra as a "bowrider" really doesn't do it justice. Yes, it does have a cavernous open bow, but it's the intelligently done cuddy cabin, innovative main cockpit and its stylish overall looks that really set this boat apart from others on the market.

Firstly, credit is due to Essex for making the commitment to develop its very own original 29-footer. This isn't a close cousin or semiclone of something else you've already seen before; it's a brand-new hull with fresh molds and lots of interesting and trend-setting ideas worth considering, especially if you want something that's ultraluxurious and incredibly comfortable, having the size and capacity to boat on virtually any type of water.

So, where are its strengths? Just pick any spot, because it's all good. Take the cuddy cabin, for example. The forward deck has a double-crown contour that immediately helps increase the already abundant headroom so that one can sit up straight on a pair of facing couches, which are bookended with a nicely fiberglass-tooled freshwater sink and beverage-cooler module. Both the forward and aft entryways to the cabin have sliding pocket doors in case you want to fully enclose the cabin in the event of bad weather or overnighting, which is a definite use for this boat once you learn about the next feature. In the cabin, the two facing couches convert into a spacious sleeping berth when the backrest cushions are removed and placed in the center walkway area, supported by several easy-to-install metal braces. Once the braces and cushions are positioned (it only takes a minute), the end result is a nearly queen-sized sleeping area with full stretch-out comfort. This is how to maximize the versatility factor without excessively complicating the interior design or functionality of the cuddy cabin.

In the cockpit, Essex continues to demonstrate the importance of quality and innovation. The driver's helm and co-pilot consoles are also molded fiberglass units, which does a lot to enhance the overall appearance of the interior. Gauges, throttle/shift controls and the steering wheel are well positioned, as is the in-dash storage compartment on the passenger side. The two foward cockpit seats are stand-up-style bolsters, while the aft bench is sectioned into a three-passenger configuration with upholstered hip and thigh dividers between. So this makes for a five-seat cockpit, right? Wrong. Along the gunnel, behind the two bolsters and ahead of rear bench, Essex has taken a page out of the airline handbook and created a single fold-down jump seat on each side, similar to what many flight attendant use for takeoffs and landings.

Actually, these two jump seats are quite comfortable, and, better yet, fold completely out of the way into gunnel panel when not in use. Now you have a legitimate seven-passenger cockpit plus all the additional seating available in the cuddy cabin and the bowrider! It should also be noted that the far-aft sundeck is also tooled with a generously padded insert a unique reverse-angle splash guard, which seemed quite effective in diverting water form coming over the stern.

When designing a totally new hull, there's always a decision to be made regarding its bottom configuration. Do you push the envelope and attempt to make a bold performance statement, or do you opt for proven technology and optimize its potential? In the 29-foot Alandra's case, it appears that Essex thoughtfully chose the latter, and wisely so. The hull enjoys a full 23-degree-deadrise deep-V bottom with a notched pad that increase lift and efficiency. It was also noted that the Alandra had a aggressively rockered bottom that also accounted for the fact that it needs very little positive drive trim in order to maintain a smooth, porpoise-free ride attitude at all speeds. Our Alandra test model was equipped with a set of K-planes and mechanical trim indicators, which were great, but we never encountered any water conditions that necessitated their use.

On the provided manufacturer's specification information sheet, Essex reported an approximate test weight of 5,300 pounds, which seems quite reasonable for a 29-foot boat with a 100-inch beam, plenty of freeboard and exceptionally solid construction standards. According to Essex, the Alandra uses three types of glass cloth (bi-, tri- and quadaxial materials) in its layup, plus Baltec balsa core reinforcement with AME 4000 resin. Custom gelcoating is also an Essex strong point, as was evidenced by its five-color hull graphics (up to eight custom gelcoat colors are offered as standard).

The chosen power source for this Alandra was a single MerCruiser 500HP (carbureted, 470 pshp, 502 cubic inches) with a stock Bravo 1.5:1 drive unit. The propeller was also an out-of-the-box MerCruiser Bravo engine package was a 7.4 MPI MerCruiser. If desired, Essex will build the Alandra with twin small-block V-8s.

From our initial test-drive impressions, the 500HP is an excellent choice, but a regular 502 MPI wouldn't be bad either. The 500HP (which was actually a little underpropped since we were bumping a maximum of 5,250 rpm with no problem) delivered excellent acceleration numbers (zero to on-plane in less than six seconds, and zero to 50 mph in only 15 seconds) that said a lot about the torque of the 500HP and the well-refined bottom design of the Alandra.

On the top end, we maxed the Alandra out at 66.3 mph on our Stalker radar gun with a two-passenger load and smooth water conditions. In our opinion, if you wanted to achieve a slightly higher number, switch to a 24-pitch, drop the rpm by 200 to 300 and take a good, long run at 67 or 68--plenty fast enough for a Lexus-like cuddy bowrider that has the potential to seat up to 16. And in case you suspect that a big, single-stem-drive 29-footer might be a little awkward cutting corners, that doesn't apply to the Alandra. Turns were smooth, precise and surprisingly tight, being free of any hint of propeller ventilation. In fact, if you harbor any hesitation about driving a boat in this size range, you need to take this beauty for a test ride; you'll greatly appreciate how pilot-friendly it really is.