Acceleration was smooth and steady off the line, and the Monarch took plane without giving up the horizon's view. Response to throttle and trim were crisp and immediate, and the Essex was easily maneuverable in all directions at low rpm. The step-bottom version wasn't quite as responsive at low speeds as the conventional underside with a Bravo Three, but it certainly wasn't far off the mark.

The Monarch's exquisite handling continued through the midrange, and the twin-step version gave up none of the surface-hugging traction that we noted in earlier testes of its straight-vee design. It cut the course cones with precision, and it was only during low-speed sweepers that we coaxed the slightest bit of blowout. We experienced none of the sliding, skimming or porpoising we've seen in some step-bottom designs.

With its billet throttle lever jammed to glass, the rookie Essex quickly established its status as one of the industry's fastest and quickest production 23s. It soon became clear that Essex had not been led down the same path as some builders who have adopted the stepped-bottom as mere marketing fodder; this one means business, when it's powered correctly.

The numbers cut an even harder edge when they're balanced with the Monarch's ride, which sacrificed none of Essex's well-chronicled stability in hitting the big number. We can probably count on one hand the number of fully equipped production vee-bottom bowriders that have ridden stock power to 80 miles an hour, and the Essex got there without sending its passengers into a panic "find the grabhandle" mode. This design made great use of its available power.

We also gave Monarch outstanding marks for its resilient rough-water ride. It was in 2' chop that Essex's solid workmanship is most appreciated, and its ride hardly faltered in the worst water we could find.