To build boats, a Canadian manufacturer has several options. He can buy a competitor's boat and make a mold from it, a practice called flipping. This saves the expense of design and engineering, but is looked upon as theft. Another option is to make royalty arrangements with an American manufacturer to build and sell boats in Canada. Subcontracting to build someone else's product is also an option, but not very independent. Finally, the builder can find a Canadian marine architect to design the style of boat he is looking for.

Luckily for Canadian boaters, the Medeiros family chose the last option.

Sergio Medeiros descends from a long line of fishermen. He founded the Canadian branch of the Medeiros family and a boat-building company of the same name. The Medeiros company was born in a converted garage on the family farm near Oakville. Sergio built wooden fishing boats in the old country, the Portuguese Azores. His children, Al and Lucia, carry on his ideas of quality and originality.

The shop in the garage gave way to bigger and better facilities. The company is presently outgrowing its 6,000 square foot facility.

Canadian designer Mark Ellis was chosen to work on the new project in April 1985. The boat was ready for the 1986 Toronto International Boat Show.

This mix of powerful elements produced a very sturdily-constructed, classically-styled, rough water, 20-foot utility boat. The Limestone 20 handles a variety of jobs for island cottagers, police or maritime skippers. She's attractive to those needing a trailerable boat that's unafraid of dirt or work.

The Limestone 20 comes in three models: a cuddy cabin powered by the buyer's choice of stern drives, a runabout with stern drive; or a runabout powered by a mid-engine, jack-shaft stern drive. The latter version has the V-8 block positioned in the middle of the hull with the lower unit drive connected via a long shaft called a jack-shaft. The two boats chosen for the test were a jack-shaft runabout with a 260 V-8 MerCruiser and the cuddy powered by 175 V-6 MerCruiser.

Power Boating Canada is the first publication to test the Limestone 20 mid-engine. The major claim-to-fame of the mid-engine was proven. She came onto plane sooner and stayed on at 2400 rpm. Lower than most because the weight of the block is further forward.

During tight figure-eight turns, the mid-engine stuck on plane at 2900 rpm. The cuddy performed well also. She stayed on plane at 2700 rpm, and maintained plane at 2900 rpm during the figure-eights. These results proved consistent with the time-out-of-the-hole runs.

The V-8 mid-engine struck 30 mph in eight seconds, while the V-6 cuddy was only one second behind. As the throttle was hammered, the drive was kicked out from full-in to the spot just before cavitation. It seems this combination achieves the quickest acceleration and highest top speeds, especially on the mid-engine.

The discrepancies between the two boats were probably due in large part to the fact that the V-8 engine had the benefit of a two-month break-in period while the V-6 had none.

Both boats were tested for dB sound level readings. At 1500 rpm, both models were very close. At the helm the runabout registered 79 dB and the cuddy 80 dB. At the aft seat, readings were similar: 81 dB for the runabout and 79 dB for the cuddy. At 3000 rpm, the V-8 read 82 dB at the helm and the V-6 read 89 dB, not the expected results, because of engine position. Also at 3000 rpm, at the stern, the readings were 89 dB and 90 dB respectively. At full speed of 4600 rpm, the helm readings were 92 dB for the V-8 and 95 dB for the V-6. These results paralleled those at the stern: 98 dB and 105 dB.

Both boats handled and docked smoothly, easily and predictably. When idling. neither snaked. To prevent cavitation following high-speed turns, the trim had to be lowered to full-in, though these turns were executed tighter and faster than by the average boater. Rough water offered no threat to the Medeiros. Both boats ran straight into three-foot seas at 3000 rpm with a surprisingly comfortable ride. The boats were smooth and dry in rough water. Even driving in another boat's wake, the driver was able to keep control, as she made no surprising or strange moves.

These boats are well constructed. Boasting all fiberglass construction, the hull, deck and cockpit are hand-laid-up with alternate layers of fiberglass mat and half-inch balsa core covered with two layers of stitch-mat.

The fiberglass stringers are reinforced with completely glassed-in marine plywood. The hull-deck joint is protected from bumps by a heavy, black, vinyl rub strip, highlighted by a half-inch nylon rope insert.

All cleats, rings and deck hardware are bolted through aluminum backer plates for maximum strength. Precision diamond non-skid areas are outlined neatly by smooth borders. No gelcoat flaws were found on either boat.

The hull's 22 degree constant deadrise, enhanced by three pairs of longitudinal strakes, produced an exceptionally smooth ride in rough water. A generous forward flair lifted the boat onto plane faster, held her level when shifting weight and dumped the spray back into the lake, keeping deck and passengers dry.

A unique feature on the Limestone 20 was the five-inch-wide side deck running all around the boat. This makes moving forward more convenient than climbing over the windshield.

Most features are consistent on both models, but some differences occur because of variation in cabin design. Of course, hull design is the same. The dynamic duo feature a sturdy, stainless steel swim ladder.

On the cuddy model, the jump seats, built on mahogany plywood, are removable for easy access to the motor and transom. The extra floor space can be used for fishing or hauling luggage to the cottage.

The side is 26 3/4 inches above the sole - high enough for security. To keep the decks clear, the hause pipes are flush mounted and paired with cleats below. Two locks hold the engine box snug to the transom liner and the fiberglass box tips forward on its hinges and is padded by a white cushion.

The glass pieces are molded with great detail, creating an overlap of two inches around the back edge of the box, including a ridge on the sole overlapping the box's bottom lip. These thoughtful details serve two purposes: to hold noise in and keep water out.

Further evidence of the Medeiros' attempt to silence a glass boat is apparent in the lining. It is not the usual fun-fur, carpet, or padding, but rather a thick cushion liner. The space between the cockpit underside and the stringers is covered with foil-foam-lead insulation.

Every spot where engine noise could leak has been blocked. If water did circumvent these preventive measures, it would be kept from entering the bilge by scuppered hatches funneling it through the engine compartment ridge and then guided overboard via two transom drains.

The Limestone 20 isn't afraid of work and dirt and is cleaned up easily. The all-glass interior is practical to hose down and swish out. Other attractive work-boat features include full length shelves on both sides, trimmed with teak sea rails, which keep everything in place. And for added storage, the space under the sole is extra-large. Talk about roomy, the flat cockpit floor measured 9'11" by 6'8".

The cuddy's helm seat is a high pedestal swivel with arm rests. The double-width companion seat mounts on a useful fiberglass box with fold-down backrest. Unfortunately, this back rest repeatedly collapsed under the weight of the passenger during the test. It needs a latch on the cockpit side to solve this problem.

Outboard of both seats are recessed, molded shelf units with teak sea rails. These are handy for storing small items.

The dash was designed on a 45-degree angle in two tiers. The upper displays all the typical gauges, and the lower carries the switch fuse panel and steering wheel. The black acrylic hatch magically disappears into the cavity between the cuddy deck and the headliner.

The teak louvered and screened bi-fold doors are securely held open by a long, stainless rod that lowers into a notch in the 13½" stepdown.

Inside the cabin, both bulkheads are teak and the fiberglass is warmed with teak slats above the hull-side shelves, giving the Limestone 20 decor a traditional touch. A large door lifts out from the forward bulkhead for good access to the anchor locker.

The berth is 6'3" x 6'4" with both filler-cushions in place. The forward cushion covers the optional head. The head room is generous considering the boat's size. Three berth storage compartments under the mahogany plywood lids augment the hull-side shelves. Light enters through the acrylic sliding companionway and a small, heavy-duty hatch.

The forward deck is designed to offer good headroom below and safe walking surface above. but not sleek styling. The 7' x 7'7" deck doesn't lend itself to sunbathing because of its steepness. but doesn't gather water either. The all-welded stainless bow rail was solid and sloped downward.

Having the motor in the middle on the runabout leaves the area open for fishing or locking in a removable full-width stern lounge. Under the Velcro-held cushions, a fiberglass box offers more storage. The wells can be used to keep bait or drinks cool. The test boat was fitted with flush-fitting cockpit lockers that are six inches deep, hidden behind doors 5'6" x l'4", for stashing paddles and fishing poles. There is plenty of room to walk around the center-mounted motor.

The bench-style helm and companion seats, with molded back-rests, are wide enough to sit on with feet on the seat or the floor. The cushions are attached with Velcro for easy maintenance. Additional storage is tucked in the back, behind teak doors. For fast removal of the whole seat, four wing nuts spin off glassed-in bolts.

With no cuddy below, the deck is flatter and the windshield top is three inches lower at four feet above the floor. The under deck area boasts unusually large amounts of storage on the glass shelf with a teak sea rail. An erect spring holds the lid open, and at night a light under the deck illuminates the hold and shelf. The cockpit is lit by courtesy lights.

The dash and windshield on the runabout are similar to the cuddy, but positioned lower because of the fore deck. A much appreciated optional feature on the test boat was the black-out around the dash. This is effective in cutting the reflection and enhances safe boating. Hopefully, the Medeiros' will make this a standard feature.

The key words in describing the Limestone 20 are smooth and easy.

FOB: Payne Marine, Pointe au Baril and their customers Gary French and John McCrodan

Designer: Mark Ellis Design Ltd.