54 Bertram for Sale, the Convertible Buyer's Handbook

The 54 that set the bar for convertible ride

Search for a 54 bertram for sale and you will find two different generations under one name. The original Bertram 54 Convertible, introduced in 1981 and built in Miami for about 12 years, earned a reputation as one of the best-riding convertibles on the water. Power and Motoryacht said exactly that in 2013, and it is the reason the name still means something to captains who grew up running them on the tournament circuit.

The second 54 arrived at the 2008 Fort Lauderdale show while Bertram was owned by Italy's Ferretti Group. It had an aft galley and forward windshield that made sense for cruising buyers but raised eyebrows among Bertram's hardcore fishing clientele, and early hulls drew criticism for vague, squirrelly steering. In 2012 the company hired naval architect Robert Ullberg, who had worked with Tom Fexas, Roy Merritt, John Bayliss and Mike Rybovich, and he reworked the boat. The revised 54 was tested in 2013 and is the version most buyers of modern 54s want.

This guide uses the 2013 model for the specification table, because its numbers are documented, and covers the classic boat in its own section.

What Robert Ullberg changed in 2013

Ullberg's main fix was the rudders. They were reshaped to be more balanced and optimized for higher speeds, and the installation geometry was tuned so the boat responds crisply at both low and high speed. The result was a convertible that tracked and turned properly, with roughly a three-boat-length turning circle at speed.

The interior got a more traditional option too. Bertram kept the aft-galley plan, but added a forward galley layout without the saloon windshield, freeing up stowage and giving the boat a more conventional American sportfish look. Alton Herndon, a former Hatteras president who ran Bertram from about 2010, pushed these changes and moved production from Miami to a new waterfront plant at Merritt Island, Florida, in 2012.

At about 83,700 pounds the 54 was heavier than some rivals, but testers found that weight paid off in stacked 4 to 6 foot seas off Fort Lauderdale, with no rattling or shaking and an easy plane without touching the tabs. A single centerline fuel tank in the engine room avoids complicated fuel manifolds.

Cockpit, livewell and tournament setup

The cockpit measures 160 to 165 square feet depending on who held the tape, on an 18-foot 2-inch beam, which is generous for a 54. The headline fishing feature is a 90-gallon livewell built into the transom, big enough to keep a full load of goggle-eyes or blue runners alive for a sailfish or kite tournament.

Two large in-deck fishboxes handle the catch, and an Eskimo ice maker could be ordered to feed the transom fishbox. Mezzanine seating under the bridge overhang gives the crew a comfortable perch to watch baits, and owners could order either a bait-rigging center or an extra freezer in the cockpit. A lazarette takes buckets, brushes and spare gear.

The eight-step ladder to the bridge is angled so a mate can climb it almost facing forward, which matters when the captain needs help fast. On the bridge, the helm is set aft for a clear view into the cockpit during a backdown and over the bow when running, and a large U-shaped settee forward of the console seats guests out of the way.

• 160 to 165 sq ft cockpit on an 18 ft 2 in beam
• 90-gallon in-transom livewell
• Two large in-deck fishboxes, optional ice maker feed
• Mezzanine seating, optional bait center or freezer
• Aft-set bridge helm for cockpit visibility

Caterpillar C32 power and the test sheet

Standard engines on the 2013 boat were twin 1,380 hp MTU 10V2000 diesels, and the test boats carried twin Caterpillar C32 ACERTs rated at about 1,700 hp with ZF 2060A gears and 34 by 51 inch five-blade Veem props. Power and Motoryacht recorded 32.8 knots at 2,000 rpm burning 146 gph with about 308 nautical miles of range, and 38.1 knots at 2,250 rpm on 180 gph with about 290 miles. Yachting saw a 37-knot cruise at 2,100 rpm and 42 knots in calm water.

Pulled back to about 67 percent load, the 54 settled into a 20-knot-plus economy cruise with a little more than 300 miles of range and a 10 percent reserve. That is enough for Bahamas tournaments from South Florida and for overnight canyon trips in the Mid-Atlantic.

Standard equipment included a 15.5 kW generator, with a 23 kW unit, an Aquamatic watermaker and a zero-speed stabilizer on the options list.

Three staterooms and two galley plans

The saloon on the reworked boat has an L-shaped settee to port facing a television angled in the starboard aft corner, with a U-shaped galley forward to starboard and a dinette opposite. Hull-side windows and a large foredeck hatch make the three-stateroom, two-head lower deck brighter than most convertibles of the era.

The forward guest stateroom could be ordered with an over-under berth arrangement for tournament crews. Interior joinery was finished by a subcontractor, and testers rated the execution well, though it is not at the level of a Viking or a custom Carolina boat.

Buying a classic 1980s Bertram 54

Most 54 Bertrams on the market are the classic boats. They have the flowing sheer and rounded house that set Bertram apart from the squared-off Hatteras style of the same years, a deep-V ride that still impresses captains, and a layout built around a big cockpit and a practical saloon.

Original engines on these boats are now more than 30 years old, and their condition is the central question on any classic 54. Many boats have been repowered with modern electronically controlled diesels, which improves reliability, smoke and fuel burn but costs well into six figures. A boat still on its original engines needs a full engine survey and a price that reflects either a rebuild or a repower soon.

Beyond the engines, check the decks, flybridge and house for moisture, inspect fuel tanks, and expect original wiring, air conditioning and plumbing to need replacement. Done right, a classic 54 is a lot of convertible for the money and still fishes regional tournaments competitively.

Running costs and resale reality

Annual costs of about $150,000 to $300,000 cover insurance, dockage, fuel, engine service and yard work for an owner-run 54 with a part-time mate. Classic boats insure and dock for less but spend more time in the yard.

Resale is the weak point. Bertram's ownership changes, plant moves and closure left the 2008 to 2013 boats without the dealer and service network that props up Viking and Hatteras values, so they sell at a steep discount to comparable Vikings. For a buyer that is an opportunity, as long as the survey is thorough and the price assumes a slow sale later.