When you step onto a Lindell, you’re stepping onto a vessel designed to go farther, fish harder, and hold up to the rigorous conditions and circumstances that can arise from extended stays and trips on the water. There are many elements that allow those lengthy trips to be possible: powerful and fuel-efficient engines, the latest in marine navigation systems, an onboard desalinator that makes 600 gallons of water a day, even Webasto heating and cooling systems. But before any of these systems come into play, it all begins with the hull.
Once fiberglass came onto the scene in the 1950s and 60s, sportfishing hulls began a transformative era. Fiberglass boats had increased durability and reduced maintenance compared to their all-wood predecessors, and the revolution of offshore fishing boats took off at breakneck speed. But these traditional fishing boat hulls were, and most still are, laid by hand. Hand-laid is done by rolling resin into layers of fabric, without precise control over exact saturation of the glass. Hand laying fiberglass parts results in components that are typically 44% heavier than their infused counterparts. The excess resin can lead to pooling in the bottom of the hull as well as excess throughout the hull, creating unnecessary weight. The overly resin-rich layups also degrade structural integrity by having excess resin inhibiting the interlaminar bonds of the fiberglass.
Around the same time, with the rapid development of new epoxies and glues during WWII for aircraft production, another method of boat-building was being developed by Rybovich and Sons in Florida: cold-molding. Cold-molding was a great solution to two technical problems, and made some of the finest sportfishing yachts that have ever seen the high seas. The problem with plank-on-frame wooden boats is the susceptibility to rot, heavy weight, repair difficulty, leading to quite high-maintenance ownership. Fiberglass at the time, the post-war period, wasn’t much better, as the polyester resins that were being used didn’t last or bond well, and these boats were often overbuilt and excessively thick. Cold-molding was a middle ground in between: it used thin layers of laminated wood with a fiberglass cloth exterior to prevent the rotting issues of purely wood construction, but allowed for a stronger, more-consistent, and more lightweight hull compared to the resin-heavy fiberglass boats of its time.
However, the materials and manufacturing was far from a mature industry yet, and the fiberglass and composite world was going to see many new developments over the next fifty years. In the 1970’s and 1980’s, racing sailboat manufacturers like Corsair Marine began using vacuums and plastic bags to increase the resin saturation and reduce the amount of resin necessary to build fiberglass hulls. But the ultimate development in boat technology was still yet to be implemented in fishing vessels. Enter closed-cell foam with vacuum infusion.
In modern boatbuilding, closed-cell PVC foam cores paired with vacuum-infused resin represents one of the most advanced methods for producing lightweight, strong, precise, and water-resistant hulls. This combination has become a popular method of building when weight really matters, from racing boats to bay boats to long-range sportfishing yachts.
Yet here at Lindell, we take that core and resin combination to another level. We use a proprietary sandwich core that is mechanically superior to balsa and PVC core and has a higher impact tolerance and strength in structures. In addition, many boat builders only use vinylester resins for the water-resistant skin coats, and use polyester resins for the rest to save money. We, however, use the more expensive but more osmotic-resistant vinylester resin throughout our laminate schedule to ensure longevity and durability.
Why?
Well, the list is extensive. By using a vacuum to pull resin through the foam core, we ensure resin saturates completely without excess pooling or air pockets — issues that weaken traditional hand-laid hulls. The result is a precise resin-to-fiber ratio, and a composite structure that’s stronger, lighter, and more fuel-efficient than both hand-laid and cold-molded hulls.
Even cold-molded boats, superior to hand-laid in strength and weight, are heavier and less fuel-efficient than the vacuum-infused foam core Lindell.
What does this mean for you? Less weight to push through the water. More fuel efficiency. And in a world where fuel is a major factor in range, this makes all the difference.
Another massive benefit of the construction process on a Lindell is precise design control of the hull. The flexibility of our materials allows for shaping of the hull to optimize for our use case. Our hull design is optimized for long-range travel and fishability while maintaining incredible stability in offshore conditions.
Because of our lighter, stronger construction, Lindell Yachts carry more fuel without compromising performance. That means serious range. The upcoming Lindell 48’, for example, is designed to run 1,000 miles on a single tank. Imagine the possibilities:
For Mark Fritzer, Lindell’s President and an avid angler himself, that kind of range is essential. “The whole point of having a serious sportfishing yacht is being able to reach the fish where they are—not where fuel range limits you to. I want our customers to be able to chase fish for days at a time, stay out on the schools, and not have to turn back because they need a fuel stop.”
This is where fuel efficiency meets function. Long-range cruising isn’t just about stuffing more diesel or gas into the tanks—it’s about engineering a vessel that maximizes every drop. The Lindell 48’ isn’t just a bigger boat for more fuel capacity. It’s a purpose-built machine that lets you fish and travel the way you want, without worrying about range or fuel stops.
Lighter. Stronger. Faster. More peace of mind. That's purpose-built hull construction at Lindell. Whether you’re chasing tuna 100 miles offshore or crossing international waters, a Lindell is built to take you there and back confidently and safely.
Where will you take 1,000 miles of range?
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Brian Kott
Owner and CEO at Lindell Yachts
(253) 370-4313
P.S. Stay tuned for an upcoming deep dive into the new features and design of Lindell’s 48 Hull 01.
