While the graphical representations of many new designs may look impressive, rarely do we see a production yacht unveiled with so many new or reimagined clever ideas all packed into one hull as there are on this new Wauquiez 55.

And the French shipyard did so under the radar, only unveiling these images of its first new model since the Wauquiez 42 in 2018 at the Düsseldorf Boat Show in January this year. The Wauquiez 55 also marks its first new launch under new owners Exel Industries, and is aimed squarely at the premium end of the cruising market.

The novel design certainly sparks interest.

A centre cockpit cruiser with twin engines and a lift keel option, it offers the type of full cockpit protection only seen on a couple of cruising yachts such as Amels and Allures today, including the ability to control all manoeuvres and handling from here. Perhaps my favourite feature, though, is the direct access from the owner’s aft cabin straight onto the beamy sunken aft deck terrace.

Master cabin has near surround views plus direct access to the aft terrace.

Even before Wauquiez revealed the designer responsible, the prominent reverse sheer, lines long favoured by Lombard design, gave it away. Lombard’s longstanding co-director Eric Levet told me how this method worked particularly well for this higher deck concept – “it’s something you couldn’t do on an aft cockpit yacht”. He also confirmed that the aft terrace leans on inspiration from early Wally yachts such as Tiketitan.

While the Wauquiez 55 is designed for ease of short-handed use from within the cockpit cocoon, it’s also conceived for performance and double digit speeds. A tall rig provides almost 170m2 of upwind sail area and the boat is built in foam sandwich to keep weight down to 20 tonnes lightship.

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Options are generous including three rigs, two keels, and two different interior layouts. The ballasted swing keel version provides pointing ability in its deep 4.2m mode or raises to 1.6m, and has a fuse in the hydraulic system in case of grounding. The carbon performance rig version comes with a furling boom, while the main is sheeted to an aft deck traveller on a flatwinder winch. Levet says the push/pull JP3 steering system ensures good helming sensitivity.

The deck layout gives plenty of relaxation space, while tankage and stowage looks generous, although there’s no dinghy garage, so davits will likely be needed.

By building in full sandwich construction, including all bulkheads and floors and some furniture, he calculates Wauquiez saved around three tonnes. It’s also a very stable shape so doesn’t require too much keel weight.
“It’s like the Opium 39 we did 15 years ago – but built like a Swan,” Levet enthuses.

More natural light in the saloon with access to the large double cabin forward

The modern Roseo Design interior stands out for its natural light and sea views, whether you’re standing or sitting in the saloon and galley, or looking out from the 270° viewing angles from the aft master cabin.

The twin drives (50hp or 75hp) are accessed via a central walk-in engine room below the cockpit. Wauquiez’s theory here is to promote safety, lower consumption, more torque and speed. Couple this with the high-powered single or dual Integrel alternators, which give 8-16kW recharging, and there’s no need for a genset either. Wauquiez is also offering a parallel hybrid system for this 55 too.

There are two layouts, an owner’s version with beam wide cabin or a ‘long distance travel’ alternative, which reduces this aft cabin to offer a utility/laundry area. Both have a second vast double cabin forward, plus a Pullman.

The first yacht is in construction and Wauquiez plans to premiere it at Cannes Boat Show in September.

Wauquiez 55 specifications

LOA: 17.58m 57ft 8in
Hull length: 16.4m 53ft 10in
Beam: 5.25m 17ft 3in
Draught: 2.4m 7ft 10in or 1.6m-4.2m 5ft3in-13ft9in
Displacement (light): 20 tonnes
Price: from €1.8m ex VAT
Builder: wauquiez.com

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It was proper cold. An honest cold that cuts straight through us soft southerners, unused as we are to minus double digit temperatures. The docks were covered with gnarled ice, while the Ellös marina lay still and frozen. It only served to make the Hallberg-Rassy 69 look all the more commanding and inviting as its welcoming interior lights shone through the copious hull windows into the low Swedish light of December.

The warmth of the centrally-heated, timber-lined interior is something special, a quality matched only perhaps by the regal feeling of sailing this, the greatest (in size) Hallberg-Rassy of all time.

I discovered this first hand once we’d parted the thin ice layer, navigated out past the snow capped islands guarding the yard and were into a bitingly fresh offshore breeze, whereupon this Frers-designed flagship had the searoom to hit its reaching stride.

Despite the significant extra wind chill, the temperature somehow began to feel less overbearing, and the sailing experience became all-absorbing as we averaged double figure speeds. With ease. The new model was going like a locomotive, wonderfully assured, powerfully clocking off mile after mile, and offering a transcendant helming experience.

The Hallberg-Rassy 69 has that power, that magnetic magnificence. It’s as grand as a production yacht can get, the largest and by far the most expensive Hallberg-Rassy in the company’s 80-year history. The yard has built 9,700 yachts in this time, and has produced landmark and particularly large models before – think the Hallberg-Rassy 49 in 1972 and the Hallberg-Rassy 62 in 1998 – always designed to be easily managed. But this, the 25th Rassy German Frers has drawn since 1988, is something else.

There is an elegance and grace to the yacht’s motion. Photo: Ludovic Fruchaud

Both on deck and below it’s still very much a Hallberg-Rassy in every way. It speaks precision quality, but not in a showy or glitzy way, rather in this brand’s renowned, refined fashion.

From the mechanical installation to the joinerwork, it’s how this traditional Scandinavian yard does things – to a production level of perfection – in this case crafted over a 16-month build.

To achieve this it has incorporated a lavish amount of intelligent technologies and practicalities, many of which we can learn from. So it is these I’ll focus on, rather than trying to walk you through such a large vessel.

Rarely has a new launch garnered so much international attention. But before the added hype of its boat show debut, there were two burning questions I sought answers to as I travelled to Sweden’s west coast: ‘Why now’? and ‘Who’s it for’?

The latter I continued to ponder throughout the trials. The former is easier to answer. Technology has made it possible to build at this size in series and yet still make it a practical yacht to manage short-handed. It is this, allied to how formidable the majority of equipment is, which really stands out.

Hallberg-Rassy 69 – a push-button 70-footer

Magnus Rassy, the yard’s helmsman for the last two decades, explains that they have always built as big as they could within the Hallberg-Rassy concept. And that is governed by ease of use which, for him in particular, means in-mast furling.

Cockpit offers comfort and protection for eight. Photo: Ludovic Fruchaud

“When Seldén started hydraulic in-mast furling in the early 1990s, we made the Hallberg-Rassy 53,” he explains, adding that it was the same when the tech allowed for the Hallberg-Rassy 64. So once Seldén decided they could go larger, Magnus matched them. Today, the Hallberg-Rassy 69 sports the biggest in-mast system available.

But why 69ft? Magnus puts it down to the righting moment. “You start with that as it affects the price the most,” he divulges, adding that from the keel bolts to the chain plates, the rudder shaft to deck gear, the righting moment affects all these decisions and the consequent pricing. Which is phenomenal: the Hallberg-Rassy 69 starts at over €5m, albeit for a fully equipped yacht including hydraulic furling, sail controls, thruster and genset.

Magnus always commissions the first hull for himself and uses it for at least a season to test and refine, even at this size. And he’s equipped this Hallberg-Rassy 69 with a flotilla of optional extras, particularly those designed to ease short-handed push-button sailing.

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Most notable is the carbon in-mast furling rig. “The majority of big Hallberg-Rassy owners choose carbon – it’s less than 10% of the price for a big improvement in performance,” Rassy reckons (though 10% of €5m is still one heck of an outlay!).

“It makes a good boat even better,” sales director Jonas Zelleroth adds. “There’s more stiffness for the in-mast furling, and less pitching.” That in-mast sails can be ‘shaped’ yet can still be furled away downwind, is, for Magnus, a crucial benefit over in-boom systems, the furling procedures of which are sensitive to boom angles.

There is no need to venture out of the cockpit to sail the Hallberg-Rassy 69 – handy when there is ice on deck to which no sailing boot will grip. Instead, pedestal mounted buttons were activated to hydraulically command the unfurling of canvas while still within sight of the yard’s private marina.

Decks are PU (polyurethane) moulded teak effect. Photo: Ludovic Fruchaud

As the fully battened, roached FatFurl mainsail revealed itself, Elvstrom’s veteran sailmaker Soren Hansen commented on how amazing it is that so much sail can fit within a mast tube.

Magnus opted for a powerful hydraulic vang over a traveller to avoid needing a traveller track, a large mainsheet car and the loads that involves. Other upgrades included our weapon of choice, the Code 0 on a hydraulic Reckmann furler (another €80,000 option).

Photo: Anton Bylund

Mile munching

Over the two days we experienced similar conditions of single figure windspeeds inshore around the archipelago and a rewarding Force 4 gusting 5 once free of land influences. Aboard a yacht endowed with this length and sailpower, apparent windspeeds rise quickly.

This is one easily driven machine. Reaching with the Code sail, we could match single figure winds, the Hallberg-Rassy 69 reacting to every two knot gust. In 12 knots true wind you average 10, and once up to 14, you’re into the high 10s.

Such speeds encourage hands-on helming and jostling for turns at the wheel. We clocked 12 in 15, while 13.3 knots was my record over the two days, in what we ‘guestimate’ was around 16-18 knots wind (despite the five strong array of clear Raymarine Alpha displays over the companionway, the wind transducer had frozen solid!).

companionway steps are wide and solid. A large navstation has instruments hidden behind a panel. Photo: Ludovic Fruchaud

In essence you can bank on maintaining 9.5-11.5 knots in such conditions. And when you can average double figures, you can clock numerous 250-mile days. Indeed Zelleroth remarked on how big this difference is over typical 60-footers – even their Hallberg-Rassy 64 is over 10 tonnes lighter. To put the Hallberg-Rassy 69’s size into perspective, it carries the weight of an average 55ft production yacht in its keel ballast alone.

The result is that it maintains a consistent, modest and manageable angle of heel and has the length and weight to devour miles, particularly when reaching. There is an elegance and grace to the yacht’s motion. There’s no rush, nothing twitchy, but when it has the breeze to reach its double digit hull speed, it can and will stay there and maintain that speed all day and night.

And if things get a bit spicy, reducing sail is a push-button away. “It’s still about the joy of sailing,” says Magnus – “it’s just the heavy work that has gone.”

For those tempted to remark on the aesthetic impact of a hard top, try sailing in similar temperatures. It allows you to shelter, maintain energy levels on watch and, crucially, speak to each other at normal volume in the cockpit. Meanwhile, the opening windscreen offers good ventilation for warmer climes and the roof can house solar panels.

Views of the horizon through the hull windows from a seated position. Photo: Ludovic Fruchaud

Below decks is also a wonderfully quiet world under sail. That said, when a cockpit winch is activated, you know about it in the master cabin. The hydraulically powered primaries are the largest winches Lewmar builds in serial production.

Magnus’s Hallberg-Rassy 69 is fitted with load sensors on the halyards, backstay and vang to give some peace of mind. Hallberg-Rassy also always adds a spare outhaul in the boom, plus a preventer hooked on the boom ready to attach a line forward and back to cockpit each side.

The slightly overlapping jib maximises sail area to the shrouds, but is cut with a high clew for visibility when sailing in the archipelago. Other options include a removable or fixed staysail or self-tacking jib. With mid-teen winds you can beat at 8.5 knots pinching at 40° or 9-9.5 knots when freed up a little at 50° to the true wind. This dropped to 8 in 10 fetching and 5-6 in 7-9 tacking through 85-90°.

While it’s easy to maintain high average speeds, it’s trickier to keep in a groove, particularly in the lighter breezes. And when tacking, it’s certainly nimble enough to beat upwind through tight channels, but hard to seamlessly settle it back on track.

Galley has a seaworthy layout, but is fairly compact. Photo: Ludovic Fruchaud

The furled Code sail disturbing the telltales didn’t help but there was also some slight play in the long rod steering connection, which, I’m sure will be corrected. If I’m being overly critical here, it is in relation to Hallberg-Rassy’s own high standards – in particular the delightful light wind sensitivity of the 57 and 50.

Push button options continue to provide short-handed manoeuvrability as you return to port, particularly if you choose the extra stern thruster and, in the case of the test boat, a Dockmate remote joystick control system. By controlling both bow and stern thrusters and the main engine throttle this could technically let you moor the boat solo. It’s certainly clever but an expensive level of complexity which seems a little illogical to me.

Belt and braces approach

This is a stable cruiser with high righting moment, including over four tonnes of tankage and an enormous engine block low and central. The 300hp Volvo Penta is a prime example of how equipment is deliberately over-specced on the Hallberg-Rassy 69. It’s around 100hp more than a ‘standard’ fit on a comparative bluewater yacht, plus it’s 6-cylinder.

The result is that we could motor at over 8 knots using just 1,500rpm with the overdrive function of the Gori propeller activated. So not only do you have the extra grunt and torque of the main engine when required, but the low revs make it quieter and, given the 2,300lt of diesel tanks, extends motoring range to over 1,500 miles.

The armchair option: the familiar HR armchairs were first used in 1985 on the HR49, another exceedingly large yacht for its era. Photo: Ludovic Fruchaud

The same ‘go big’ mentality applies for the generator. Where an 11kW is more typical for this size, Hallberg-Rassy fits a 17.5kW Cummins Onan as standard. Magnus’s theory here is low noise, low rpm, and a longer service life as it uses constant rather than variable speed revs.

It allows you to easily run the high capacity watermaker (a whopping 454lt/hour), while the genset also forms part of the larger picture of what is a formidable power system, particularly on the test boat with its optional big lithium battery package. This comprises 12 low voltage (24V) Li-ion batteries from Mastervolt, giving 72kWh.

This eye-watering €140,000 extra is worth every cent according to Magnus, as battery technology is one of the biggest advances we’ve seen in yachting. He points out how shorepower is comparatively slow, as is the time it takes to charge lead acid batteries. Whereas when you run the genset and get an instant 460A, that’s a massive surge of power going straight into a huge, efficient battery bank.

Magnus describes this and the ability to top up in half an hour a game-changer. “You run everything off the inverter, charge super quick and then go sailing silently.”

The aft master cabin with its near 20ft of beam. As well as the ensuite there is the option for a walk-in closet here. Photo: Ludovic Fruchaud

Owners will still want to plug in on returning to dock, however, and here is another example of how Hallberg-Rassy has made such a large yacht manageable. The shorepower hosing on its 57ft plus yachts was already at a length and weight at the limit of what a couple could easily manage. So the Hallberg-Rassy 69’s hosing is on powered drums, which literally reel in at the push of a button (note, that’s plural as there are twin cables, one for each of the Euro and US frequencies, 50Hz and 60Hz).

These are housed in the enormous, near full-beam garage, along with a 3.4m inflated RIB that launches manually on a track and sled system. And within this garage you’ll also notice examples of Rassy’s approach to redundancy.

If you lose steering, you can activate an autopilot, as there’s one on each quadrant. Then there’s a manual tiller with block and tackle rigged up in here, opposite which is a full sized spare fixed prop.

Forward VIP cabin has an island (or vee) style berth with small vanity desk area, a double opening hatch above and good stowage. Photo: Ludovic Fruchaud

Further forward, the sail locker also contributes to the 15m3 of deck storage. Otherwise, the foredeck is remarkably flush, pierced only by mushroom vents which provide constant watertight natural ventilation to the interior.

And this interior is very much the archetypal Hallberg-Rassy. It has a four cabin, four heads layout as standard, but with the ends sacrificed to sail and dinghy stowage it doesn’t feel that much more spacious than the HR57.

For owners/couples who don’t want to be rattling around inside that’s a positive. The interior on the Hallberg-Rassy 69 is welcoming, cosy even. Areas you feel the extra space in are the magnificent engine room, the four heads, and the superb stowage.

The garage can house a 3.4m inflated RIB. Photo: Ludovic Fruchaud

A cosy 70-footer?

The layout options include separate aft berths, a traditional vee rather than the central forward double berth and a fifth cabin. The proportions point heavily towards it being owner-operated, as any crew would have to be on friendly terms and use one of the midships cabins. Magnus says they’re considering a separate entrance to the forward cabin, but that would leave very little guest space.

Despite the ample light and headroom, the galley and saloon also show how it’s a yacht set up for small numbers – notably the two armchairs, and a table around which six would start to feel a bit squashed. The galley has an admirably seaworthy layout, but is again comparatively compact, with small sinks and bin in particular.

Refrigeration space is segregated into six different units, which is good for keeping items cold, if a little frustrating.

The majority of the optional big li-ion battery package is below the forward berth. Photo: Ludovic Fruchaud

The instant hot water tap proved its worth, as did the heating system. The Kubuto diesel heater feeds a water-based heating system, which allows precise thermostat control in each cabin. It runs through the calorifier, so if you’re at anchor it can warm the water without running the genset. The fresh water pump, meanwhile, is housed beneath the passageway sole, to prevent the water heating up, however the priming mechanism proved surprisingly loud.

The main companionway steps are a masterpiece. They are wide and solid, use stainless steel reinforcement within for a floating effect and are illuminated with hidden indirect lighting. In a feat of skilled workmanship, there’s no way of telling how they’re installed.

Structural bulkheads use a vacuum infused Divinycell core, and help open out the saloon and galley area. Despite being on one ‘lower’ level, the natural light in here is a wonder. It’s easy to tell from the outside just how large these hull windows are (1.8m wide) and they bring a seated horizon view from the saloon.

Most of my favourite features live behind doors in the passageway from the navstation to the aft cabin, notably the walk-in engine room, the electronic systems, stowage spaces kids could play hide-and-seek in (for weeks), and a practical day head with wet hanging locker.

Photo: Ludovic Fruchaud

This first Hallberg-Rassy 69 model includes the indulgent options of a walk-in wardrobe in the master cabin and a laundry closet with both domestic sized washer and separate dryer. It seems opulent, especially as there’s space for a washer-dryer in the aft shower and plenty more hanging space, but some will love such villa-style amenities. A fifth Pullman-style cabin could be chosen as an alternative here, but I doubt owners would want to pack in guests next to their suite.

This aft cabin is well proportioned and comfortable. I particularly like the desk space for calm privacy, the deep, lit and ventilated hanging lockers and accessible space below the berth (including twin 75lt calorifiers!). There’s also ample seclusion from the three guest cabins, which are all located forward. These offer good sea berths in the midships compact double and Pullman opposite, while all sport large hull windows and tall hanging lockers.

These lockers are all ventilated with hidden hinges and end stops. In fact, the shipwrights’ skills and attention to detail are evident everywhere you look. All timber panels are labelled to ensure that when a cutout is made, the grain always matches.

Long lines, powerful aft sections, a broad transom and a flush foredeck, all topped by a proper sweet sheerline from the hand of Argentine maestro German Frers. Photo: Anton Bylund

A tour of Hallberg-Rassy’s yard really helps you understand this mentality and philosophy to boatbuilding. The scale of skill that goes into building this yacht is on another level, yet it also shows so much single-minded dedication to the Hallberg-Rassy methodology.

‘This is the way’

From their old school features such as the headlining with mahogany strips, varnished soleboards, circular locker latches, satin finished joinerwork, and blue upholstery, to their insistence on white hulls with blue stripes only… It reminds me of the mantra used by the bounty hunter The Mandalorian and his fellow helmeted clan in the self-titled current Star Wars series, who preach: ‘this is the way’.

And credit to Hallberg-Rassy, it has worked. Top quality lasts, for longer and arguably more successfully than for any other production yard. It has a near 200-strong staff, willing to clock the hours, and it always, always delivers on time (even during Covid).

The problem is, people tend to get a bit fussier at this size and price level, and crave more customisation. And this needs to be considered alongside the exotic price tag. This is still a hand-laid GRP hull, a heavy, diesel powered yacht devoid of sustainable materials. Yet it’s over 15% more than an Oyster 675 – or, for the same price as the Hallberg-Rassy 69, you could buy TWO fully equipped carbon composite Y7 fast cruisers!

That Hallberg-Rassy can build such a yacht on spec tells you something about the confidence and comfortable position this business is in.

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The post Exclusive 2 day sail on the largest Hallberg-Rassy ever built: Hallberg-Rassy 69 review appeared first on Yachting World.

What do you do when you have yachts that are as diverse as innovative daysailers, a lake sportsboat, a recyclable one-design and an elite high-end carbon weapon? Well at the European Yacht of the Year Awards, we define them as specialist yachts. And this year’s eclectic bunch of nominess for the best special yacht really were full of interesting new ideas.

Where other categories in the awards such as the best family cruisers, best bluewater yachts, or best luxury yachts are made up of boats that are similar in terms of their usage the best specialist yachts category has a plethora of options, all of which have found a new, interesting or otherwise noteworthy design direction.

Best specialist yacht 2024 – Saffier SE 24 Lite

Surely the hardest task is to exemplify the very best of what you do within the smallest model you can? Yet that is what today’s king of daysailers Saffier has achieved with its Se 24 Lite. And it’s enough to secure a fifth EYOTY award for this Dutch yard.

Modern hull shape, with flat underwater sections (particularly aft) combines with high form stability for a fast ride. A reverse bow brings more volume (and waterline length), while chines provide the rigidity for less weight. The result is easy speeds and addictive sailing, whether harnessing the lightest puffs or in full double digit planing mode in the stronger stuff. The distinctly low freeboard may mean there’s little in terms of ‘what’s below’, but it’s worth it for the dinghy-like sailing experience.

A simple boat to manage, whether rigging, sailing, or maintaining, the Se 24 is also very smart – including being an electrically driven boat which uses a single 24V system, charged via solar integrated into the deck. The instruments are all wireless, while a single point lift makes launching easy.

Like the very best yachts, the Saffier Se 24 Lite looks good, is a joy to sail and puts a grin on your face.

Cape Cod 767

The Cape Cod 767 is just the kind of delightful niche French daysailer the EYOTY programme helps uncover. It’s a 25ft modern trailable dayboat packed with fresh thinking, yet from a traditional Bordeaux yard which builds classic style craft.

Innovative features include the kick up rudder, a retractable mechanism for the electric drive, a pop up cockpit table, and folding backrests – it’s like something from a Transformers movie. And there are neat details such as removable Seasmart deck fittings for attaching fenders etc, even a cup holder in the tiller. It can also beach easily thanks to a 350kg hydraulic lift keel, which raises up from 1.8m in 20 seconds.

Beneath the sun bed on the flush foredeck is a V-berth for two, which helps explain the full sections forward. But the reverse bow also helps provide enjoyable sailing, whether short-tacking or gennaker reaching. Reactive and sporty, it lacks some security under sail and on deck, but the Cape Cod is a fun dayboat which offers space and comfort at anchor.

Pointer 30

The Pointer 30 is a more authentic-style daysailer from a specialist Dutch yard which has built over 2,000 open dayboats in its 70 years. It wanted a high quality, attractive yacht with a large cockpit and good sailing capabilities. This is achieved in a shape which goes well to weather, while there’s also space below decks for a proper toilet, a V-berth and quarter berths for overnighting. This interior, with its wonderful revolving chairs, fridge and chart table, helps give it a small yacht feel.

The Pointer sails as it looks – modest and handsome – and is easily managed from the deep, sheltered, long cockpit. The standard boat comes with tiller, an L-shape keel and double rudder for shoal draught. Two large 48V lithium batteries can give four hours motoring at 4.5 knots with an optional Torqeedo, or a Yanmar diesel can be chosen.

Flaar 24

Two interesting new specialist small race boats, aimed at totally different markets and waters, include the Sun Fast and the Flaar 24. The Flaar 24 is a lightweight carbon composite one-design sportsboat (750kg), with a bulb-less lift keel for lake sailing and racing. There are four berths within a bright interior with seated headroom and a chemical toilet.

Easy to launch and trailable, it’s a high-powered, slippery design with plenty of sail area. A carbon mast rigged with diamond shrouds, a large genoa and long extendable bowsprit all help boost performance.

Quick to plane, it’ll be a blast on flat water. That said, we found it quite tender and easy to overpower at sea, with a slightly cramped cockpit. Reasonable value for its carbon build, it includes a smart electric actuator which raises the keel at the push of a button, while the transom-hung rudders can be raised and locked at the height of the lifted keel.

Sun Fast 30

Much has already been said about the Sun Fast 30 (YW December), an ambitious project which aims to make offshore sailing more fun, accessible and sustainable. Of those key targets it’s the latter I found most interesting.

The Beneteau Group did impressive research into the use of Arkema’s thermoplastic resin (which has similar properties to polyester) as a more sustainable material because it can be separated from the fibre after use and reused. The result is the first production yacht built from recyclable composite materials. The hull is monolithic, the deck infused sandwich using PET foam.

The group’s strong knowledge of Figaro one-design builds and weight management, together with that of builder Multiplast, is telling. On the water this is a super playful, reactive lightweight racer, which goes surprisingly well upwind (for its scow shape) and is, naturally, very well set up for short-handing. The mainsheet and traveller are to hand of the tiller, you can clutch off the runners, cleat off the sheets and cross-sheet most lines.

The offset companionway creates space for a pit winch (note singular winch though) and there’s plenty of grip in the cockpit and on the foredeck. The minimalist interior simply includes pipe cots, a head, small sink and large chart table. It’s also spacious with 1.9m headroom.

A strict one design rule helps cap spending, banning the likes of laminate/3Di sails. However, typically this will cost €200,000 ready to sail – and while not what we might consider affordable, it’s an enticing offshore-ready one-design package (that’s around €100,000 less than the SF3300 for example).

Shogun 43

Conversely, affordability is not what the Shogun 43 is about, but what a fascinating and cool project this is nonetheless! The young Oscar Södergren’s design is a fast cruiser created for short-handed sailing but that can race fully crewed. Built by Linjett, the long established family yard which won an EYOTY award last year for its own cruising yacht, it is ‘free of rules and budget constraints’ – which translates to high-end spicy fun.

It is deliberately sleek, narrow and lightweight for short-handing, and feels it below decks, despite the three-cabin layout. But the open plan design is inviting and clever, made possible by a very stiff hull structure, with deck join at the coachroof line. This results in a rigid shell, with less dependency on bulkheads, and no unnecessary weight.

The timber clad flax fibre interior has a Divinycell core, with carbon used for structural parts (the interior only weighs around 350kg of the yacht’s 6.5 tonnes). The hull, deck, rudders and even keel blade are also all carbon – the latter you could lift by hand, even though it’s 2.7m and carries a 3-tonne bulb!

The mast is stepped far aft, behind the keel, allowing for a large self tacking jib and staysails. The test boat had the full hydraulic package, including mast deflector. On the water it proved really sporty. I like the deck layout, in particular the Karver winches for grinding in sheets and backstays, while a 2-speed high powered Seldén prototype winch on the coachroof manages the halyards. Definitely one to view… look out for more on the Shogun soon.

Best specialist yachts 2023

Best specialist yacht 2023 – Ecoracer 25

Behold a reusable, recyclable competitive sportsboat. If a ‘garage project’ such as this can successfully prove the use of more sustainable materials, such as thermoplastic resins, linen fibre, basalt and recyclable carbon are a viable solution for boatbuilding, there’s no excuse why mainstream production yards shouldn’t already be employing them! 

While most fibre-reinforced boats are destined for landfill, here the composites can be separated from the resin after immersion in a solvent, to make reusable composite products. Even the 4T Forte OneSails are recyclable. 

It’s the product of a group of friends who trialled the techniques and materials by first building an Optimist. Matteo Polli drew these sportsboat lines for them and a year later they were exhibiting at the Genoa Boat Show. 

This is an on-trend one-off racer, which at 1.1 tonnes and 2.7m beam can be towed when tilted and takes one hour from crane to sailing. It’s so much fun to sail, even in the lightest puffs, and won the ORC sportsboat class on Lake Garda on its debut season. A shame it’s only a prototype, but the future looks bigger and brighter for this startup brand Northern Light Composites, with a 30ft version going into production.

Ace 30 plywood IRC racer

The Ace 30 may look a little uneasy on the eye to many, however others (including Fireball sailors perhaps) will be drawn to its purposeful lines, stiff construction and innovation. This is the first scow for IRC racing and short-handed events. It’s also a blast to sail, a 2.7 tonne lightweight flyer, which boasts rapid acceleration. 

Curves and contours are worked into the scow bow to help reduce slamming and provide rigidity to the bow sections. It has a very stable hull shape powered by a raked carbon rig, which, when in 15+ knots wind (cue full planing), is faster than its competitors, says designer and La Rochelle builder Antoine Mainfray. We found the trick is not to pinch upwind and sacrifice a bit of angle, where it maintains high average speeds. 

The Ace has a low IRC rating and is really well set up for trimming. A neat feature is the canting chart plotter screen, mounted on a long arm so it can be swung to comfortable angled seats either side. We also appreciate the eco-focussed construction, which involves a plywood epoxy shell, foam core from recycled PET and laminations in bio-sourced resin. It’s all wonderfully French but not cheap (see our January issue for more). 

Astus 22.5 trailerable trimaran

For those after easy sailing and easy speeds, a trailable trimaran can be a cost effective solution for daysailing and weekend cruising. VPLP has given the Astus 22.5 a modern look with go-faster wave-piercing floats. An infusion hull and lightweight manual centreboard makes for a light boat at 800kg including engine, while two people can rig and launch it in two hours. 

The Astus is sporty yet simple, offering easy planing. It has a double berth, camping stove and chemical toilet, but it’s a little cramped and basic with no real comfort for the price.

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The definition of the best luxury yacht will differ according to personal opinion and from boat to boat. This year’s nominees in the luxury yacht category of the European Yacht of the Year Awards proved that perfectly.

The European Yacht of the Year awards are selected by a broad panel of expert judges from across the globe. These are people who spend their professional lives sailing and comparing yachts, so you can be certain that the yachts which stand out in this field are truly the best of the best on the market.

The best luxury yachts

Best luxury yacht winner 2024 – Arcona 50

When you enter the fiercely competitive 50ft luxury performance yacht market you better get it right. And the jury felt Arcona managed that. This watershed design for the traditional Swedish brand, by X-Yachts co-founder and former designer Niels Jeppesen, is a big, contemporary new Arcona, one that sees it move away from its cruiser-racer heritage and classic interiors.

The on trend styling inside and out is backed up by a premium level of build and finish quality and sailing performance – particularly if you have the performance sails, traveller and deep (2.95m) keel options the test boat carried, although the latter does limit your berthing and anchoring options.

While I doubt it’ll be raced or will suit typical bluewater use, it offers a purity of performance push-button sailing: a handsome prospect upwind in a light breeze, it transforms into a powerful reaching machine with stacks of control.

As chairman of our jury, Jochen Rieker, puts it: “The boat certainly did not win for her somewhat borrowed looks. She wins by checking all the boxes in all other respects. Slipping along gracefully in the lightest of airs, holding her stride and her balance in more demanding conditions, offering warmth, light and this reassuring feeling of utter quality down below – there simply isn’t anything to fault.”

Contest 50CS

The Contest 50CS, for example, is an archetype luxury cruising yacht, one built to the highest standards and that could take you to most waters in impeccable comfort. This model is, uniquely, available in two versions: this more conventional 50CS with aft master cabin, or the forward owner’s suite version on the aft cockpit Contest 49CS. We ran a full test on the latter after spending two days aboard in the North Sea, where that noticeably high freeboard, which may not aid boarding nor windage, helped keep us dry on deck in a steady Force 6 gusting 7.

As the 50CS proved, this Judel/Vrolijk design keeps slipping along in the light stuff too, providing enjoyable sailing in 6 knots breeze under a code sail. The centre cockpit offers a deep protected guest area, but also links well to the spacious aft deck.

And the Wetzels-Brown-designed interiors of Contests today are stunning and hard to match. The engineering, access to usable stowage, details and finish on the 50CS is first class and to get this level of quality at this size is special.

XC 47

Both Contest and X-Yachts are early adopters of hybrid power, offering their bluewater cruisers with optional electric drives. For the XC 47 this was designed-in from the start to offer Oceanvolt’s award-winning new 25kW regenerative drive.

The XC 47 is another wonderfully engineered and thought out yacht for distance cruising, in particular for those who also enjoy hands-on helming pleasure. That should come as no surprise to any X aficionados, but what really struck me most about this yacht was the stowage, and the forethought needed to create that, together with how practical it has been made.

That may sound slightly anticlimactic but ask any long-term cruiser and stowage is always a priority. On deck, this constitutes a huge lazarette and sail locker, plus clever systems for launching a dinghy via davits and a liferaft canister, while below decks every square inch of space has been used effectively, with lockers hinged with gas struts.

It’s clear the Danish yard went to considerable time and effort, even building a full mock up of the interior that could be canted 20° each way.

If the deck saloon style looks didn’t sell this model to all – this is the first full non-Jeppesen designed X – the jury were converted once they’d taken the helm. ‘Quirky’ became ‘muscular and bold’. The ease with which it can be sailed from the cockpit was also appreciated.

While I understand many offshore cruisers like a protected centre cockpit and more sun protection, the attention to detail, stowage and practicalities, combined with the direct steering, motion and enjoyable sailing this X offers make it a standout new offering.

Jeanneau Yachts 55

Meanwhile the Jeanneau Yachts 55 stands out for different, unique reasons in this category, offering a completely new concept in comfort on deck while at anchor and a novel accommodation layout. Its focus is on outdoor living space.

What helps place this in a luxury bracket is not simply the price or the creative input of superyacht specialist design duo Philppe Briand and Andrew Winch, rather that its layout creates a palatial amount of private space for the owner’s suite. Guest cabins have their own direct access from the extensive cockpit via gullwing doors.

It certainly makes sense for solo owners or couples using it as a warm water apartment. How many people this will suit is another question, as it segregates any guests, crew or children from the galley and saloon.

I used the term monocat when I first viewed it, as the 55 really does attempt to mix the two worlds, particularly in terms of providing owner privacy and lounging space. Choose the rigid hard top and windshield and there’s a vast amount of covered area including a dinette and chart table – plus a bimini can shade all that extensive aft deck too.

The penalty comes in additional weight and wetted surface, and is felt in the handling and performance, the latter particularly in lighter breeze with the optional in-mast furling, self tacking headsail and shallow draught package we had. However, it’s set up to be easily managed from the mid cockpit with good visibility from the twin helms and easy circulation thanks to the ramped side decks. Full report in YW February 2024.

Best luxury yacht 2023

Best luxury yacht winner – Oyster 495

It is hard to imagine that the decor of a yacht can change its look and feel quite this much, yet the layout of this second 495, Eddie Jordan’s dramatic looking Tuga, is in fact identical to the first boat that I spent several days aboard last summer.

At its heart is a wonderfully (Humphreys) designed and engineered luxury bluewater cruiser conceived from the ground up, built in a new dedicated facility to a repeatable quality very few yards are capable of.

The 495 offers consistent passage making speeds in real voluminous comfort – whether enjoyed from the deep cockpit or the best-in-class aft cabin. Deck stowage and mechanical space is also superb.

Then factor in the family appeal of Oyster’s after sales and world rally programme and you start to appreciate the premium world this sub 50-footer gives access to.

The first yacht fully conceived under CEO Richard Hadida’s reign, this is also the smallest completely new Oyster 495 since 2005 – and it’s a triumph. It was our September 2022 cover star in which we featured the full review from our Oyster 495 three day test.

Beneteau Oceanis Yacht 60

The Oceanis Yacht 60 is a very different beast indeed to the 62 it replaces as flagship for the Beneteau range. The yard has learned plenty from the success of the First 53/OY 54 and wanted to create a 60 in this style and with the same deck layout (albeit larger and wider) and ease of circulation.

The construction experience of the smaller model clearly helped too, as this is a whopping five tonnes lighter than the bulky OY62 and with a deeper (2.6m) keel. The telling result is on the water. It feels sporty to helm and we averaged a knot slower than the single figure 6-8 knot windspeeds upwind and matched them reaching with Code 0 and a slight swell.

The vast cockpit works well, sheltered below the semi rigid bimini, it has plentiful lounging space with sailing systems led aft to the twin helms. The interior sees a 3+3 layout, where Beneteau wanted to get rid of the corridor effect of the OY62. The galley is forward to help open out space, while the forward suite with offset berth and headboard aft works well to give space with privacy.

This is an attractive, voluminous yacht that leaves a good overall impression whether under sail, on or below decks.

Ice 62 Targa

It all looks pretty funky below decks on the Ice 62 Targa too, especially if you’re watching the masthead fore and aft cameras (plus bow and prop cam) on central displays mounted in the saloon while you slip out of the dock! The Ice is a seriously impressive, contemporary yacht, one that in looks, performance and execution, won over many of the judges.

The first to launch is a highly customised project for a passionate sailing owner who covers long distances solo – he’d already sailed it 3,000 miles around the Med that autumn. It’s impressively stiff, sails handsomely and, thanks to a telescopic keel, points well. We matched single figure windspeeds, and clocked up to the high 9s in 12 knots wind.

Umberto Felci’s team spent 4,000 hours on the design, providing lots of space and light to the interior and a chillout zone in the semi raised saloon. This was easily the coolest looking yacht, with its aggressive reverse bow, chamfered gunwales and carbon T-top bimini, and all engineered and built to a high standard.

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Boatbuilders rarely have the courage to launch a model that represents a radically different way of thinking. Instead, most new yachts are simply variations on established themes with incremental improvements that represent important evolutions over time.

And when testing boats it’s easy to gloss over what it’s like to spend time relaxing on board, whether in harbour or underway in lovely weather. Yet this is a critical factor in the enjoyment owners derive from their boats.

Even with the best natural ventilation, in tropical sun or when the outside temperature rises above 30˚C, the interior of any yacht gets uncomfortably hot. So why have monohull builders and designers continued to expend so much effort on optimising saloon and dining space below decks, rather than focussing on exterior socialising and relaxation spaces?

The Jeanneau Yachts 55 completely reimagines how the main living areas on a yacht intended for use in sunny climes should be configured. All key elements of the main saloon are effectively on deck, sheltered by a big sprayhood and hard top or bimini. It reflects how yachts are actually used, at the same time improving privacy in each of the sleeping cabins and in the owner’s quarters.

In a sense it merely recognises how many people use a boat with decent sun protection: maximising time spent in the cockpit.

While this is not the yard’s first foray into this concept of accommodation arrangement it’s the first model aimed at private owners. It draws on Jeanneau’s experience with the Sun Loft 47 of 2019, which was geared resolutely for the charter market. We got to put a pre production model of the Jeanneau Yachts 55 to the test in Spain last autumn.

A pair of electric winches at each helm station allow for push-button sail handling. Photo: Gilles Martin-Raget

Novel layout

The cockpit effectively extends a huge distance forward and has multiple different spaces for different purposes. Right aft is a full-beam flexible area with expansive sunbeds that convert to large tables, creating a space that easily rivals the aft cockpit of multihulls of a similar size. As with flybridge catamarans and motor yachts, cushions are a fast drying type made for use outdoors.

Immediately ahead of this area is the main control centre for the boat, with twin helm and winch stations. These have a pair of Harken electric winches each side, with one having a back-winding facility, and on the test boat all furling and reefing could be done electrically by one person.

The distinctive mainsheet arch is standard on all boats, whether or not the optional solid sprayhood and hard top are specified over the standard fabric components. This has the big benefit of keeping the sheet safely clear of the cockpit, however the standard arrangement doesn’t allow for fine control of sail shape.

Article continues below…

On test: Oceanis Yacht 54

There’s something surprising and quite brilliant about the new Beneteau Oceanis Yacht 54, which I bet you won’t notice at…

£560,000.00

Lagoon 46 first look: Updating this catamaran is a significant step for the yard

Lagoon has sold 900 of its 450 catamaran model in eight years, maxing out the 130-a-year mould capacity in latter…

Outboard of the wheels the side decks slope upwards towards the foredeck in a refinement of the ramp first seen on the Sun Odyssey 440 back in 2017. This arrangement works really well on the Jeanneau Yachts 55, giving easy step-free access to the foredeck. It also effectively creates a deep bulwark, with an extra high 36in rail outboard of the winches, making it a safe place for sail handling. There are also lovely deep rope bags here, though longer handrails on the coachroof sides for use when going forward would be beneficial.

The two well appointed ensuite guest cabins are immediately forward of the helm stations. These are accessed from on deck, below the shelter of the hard top, which provides more privacy at night than a conventional arrangement with quarter cabins accessed directly from the saloon. The port is the larger of the two, with more floor area and space for a compact two-seater sofa.

On the downside guests have to descend into the depths of the hull via steep steps, so there’s potential for these cabins to feel claustrophobic, access to the starboard cabin’s heads is awkward, and the galley can only be reached by climbing up into the cockpit, then back down the main companionway.

Side decks slope up to the foredeck, while deep bulwarks make it a safe space to handle sails. Photo: Gilles Martin-Raget

The arrangement is great for owner’s privacy, and fine if you have teenage kids, but won’t suit everyone, especially those with children under a certain age.

Ahead of the guest cabins, towards the front of the sprayhood, is a small four-person dinette/coffee table to starboard and a navstation to port.

Both are slightly raised to give a good all-round view and the dinette can be lowered to create yet another day bed. This also makes it a good space to take a nap on short-handed passages, when you might need to be available at short notice.

Equally the navstation is an ideal place from which to con the boat when on watch alone, when the dished seat will help you stay in place when heeled on port tack. It also makes a great place to work using a laptop, as long as the almost all-round view doesn’t prove too much of a distraction. If it does there’s a secluded desk/dressing table in the forward master cabin.

Outdoor living begins at the stern with sunbeds, loungers and dining tables that easily rivals many multihulls for space. Photo: Gilles Martin-Raget

Monocat sailing

What about sailing performance? Naval architect Philippe Briand has created a boat with relatively low freeboard and powerful hull sections, plus plenty of form stability that on paper ought to hold its own against other mainstream cruising yachts of similar size.

More often than not, the yachts provided for our tests have the optional deep keel married to a taller rig with a slab reefing mainsail that typically gives 20% or more extra sail area than standard. This enables us to get a good feel for the fundamental qualities of the hull design.

However, the Jeanneau Yachts 55 we tested had the 1.9m shoal draught keel, along with the standard size furling mainsail and self tacking jib, albeit with upgraded sailcloth.

At the same time, the test boat’s displacement was some 3.5 tonnes heavier than standard, thanks to the shoal keel (800kg), plus the solid sprayhood and hard top in place of the standard fabric sprayhood and bimini, a washer-drier, air conditioning and a diesel generator.

Raised dinette and navstation are forward of the mainsheet arch, under the sprayhood. Photo: Gilles Martin-Raget

It was difficult to make the furling main set well in the very light airs of my first day on board and, frustratingly, there was neither a Code 0 nor an asymmetric spinnaker on board. On the plus side, my experience is arguably a more realistic reflection of the configuration in which up to 90% of these boats will be ordered.

Many new designs impress with the way they sail in light airs – an important factor for summer cruising in Europe. However, this boat had very little feel or heel until the wind got above 7 knots, when we started making reasonable progress at just over five knots on a close reach, despite the restricted sail area. In only 4-5 knots of breeze we struggled to reach even three knots of boat speed, irrespective of wind angle.

Happily my second day on board produced 10-12 knots of breeze in which we made 5.5 knots close-hauled at a true wind angle of 55º, despite the boat being repeatedly slowed by a swell right on the bow. Bearing away with the true wind just aft of the beam, and that awkward swell on the quarter, we made a consistent 6-7 knots under main and jib.

The boat tracked well in these conditions, despite imperfectly set up steering: there was play, friction and vibration in the system, though we’re told these problems will be resolved on production boats.

Nevertheless, the helm stations are nicely configured, with big comfortable seats and large MFDs each side. There’s also excellent protection from sun, rain and spray, yet you can also steer sitting well outboard on the coaming to get a better view of the headsail luff, although the MFD and instruments are difficult to read from this position.

Dual helms, access to aft cabins and forward lounging area can all be under cover of the long bimini. Photo: Gilles Martin-Raget

Are the seating and sunbed arrangements aft viable when there’s more wind and sea? There was much discussion about this at the start of the European Yacht of the Year trials. I sailed with the sunbed on one side, and table with space to seat six to eight people on the other, an arrangement with obvious appeal at anchor or at a boat show.

With seven people on board, in a Force 3-4 breeze and uncomfortable swell, this area aft was favoured over the more sheltered and secure seating further forward, even when close-hauled. In these conditions it felt safe, though in rough weather and high angles of heel it would be a less inviting space, while the width of this area and its proximity to the transom would undoubtedly make it feel insecure.

Given the Jeanneau Yachts 55’s accent on outdoor living, along with Jeanneau’s emphasis that the main below decks accommodation is primarily for owner’s use, it’s surprising they didn’t create a more comprehensive outdoor galley, even if that would inevitably compromise other elements. Instead there’s an optional barbecue that swings out from under one of the aft seats, so you need to stand on the bathing platform to use it, plus an optional fridge drawer under a seat further forward.

Returning to port with a quartering swell the boat rolled enough to make you think why not buy a catamaran instead? There’s a multitude of answers to that question, of course. For example, for anyone who spends a lot of time in the Mediterranean at busy times of the year it’s usually much easier to find a visitor’s berth for a monohull, whether in a chic Ligurian marina or a bustling Greek town quay.

Of course multihull owners may counter that by pointing out that catamarans don’t have a monohull’s tendency to roll in an uncomfortable anchorage and you can often anchor off and dinghy ashore with a decent tender – but that’s not always feasible.

Double doors at the forward end of the saloon/galley lead through to the owner’s suite. Photo: Gilles Martin-Raget

Designed for the owners

All the space on deck makes this feel in some ways like a much larger yacht than the overall length might suggest, so descending the companionway is a surprise as it feels small for a 55-footer. But that initial impression misunderstands the whole concept of this boat.

Unlike almost any other yacht, the idea is the main below deck spaces accessed via the companionway will be predominately the preserve of the owners. This highlights how much of a change of mindset is needed to accurately evaluate this boat.

To starboard is a very long and very well appointed galley, and a saloon/dining area with space for six people to port. There’s lots of room to move around here – proportions are those of a smart apartment – though the wide open expanse may present a challenge at sea in rough conditions.

Well appointed linear galley is to starboard. Photo: Gilles Martin-Raget

Double doors in the main bulkhead open onto a properly spacious full width owner’s cabin with a wonderfully open feel and the peninsula bed offset to port. To some extent the feeling of space comes at the expense of stowage volumes, but there’s an option to replace the vanity desk here with a big wardrobe, while retaining the small sofa to starboard.

There’s also an excellent almost full width head and shower right forward, but it’s surprising there’s no provision for an easily accessed day head in addition to the three ensuites.

Stowage on deck includes a huge sail locker forward that’s large enough to be fitted out as an optional skipper cabin. There’s also a big lazarette aft, measuring 2.1 x 1.5 x 0.35m, where you might otherwise expect to find a tender garage. This has access from on top, as well as from the bathing platform, making an excellent wet storage area for fenders, watersports toys and so on. There’s also a dedicated liferaft locker.

Optional telescopic davits have a capacity of more than 100kg, sufficient for an aluminium RIB of up to around 3.5m with a tiller-steered outboard. This is arguably a better option than a tender garage, which invariably severely limits the size of dinghy that can be carried without significantly reducing the volume available aft for accommodation.

Port side is the larger of the two guest cabins and has room for a small sofa. Photo: Gilles Martin-Raget

An optional retractable gangway to port means access to the water, or to a quay when berthed stern to, is available even when the tender is stowed on the davits and the central transom walkway is therefore not available.
The pilot rams and steering gear are accessed through a hatch at the side of the lazarette that’s just wide enough to crawl through, before rotating yourself 90º to the right. This would make it very difficult to access at sea and some will find it difficult even in port.

The standard twin 380lt fresh water tanks are a decent size for a boat with only three double cabins and there’s a high capacity 36lt per minute water pump for near domestic levels of water pressure. However, the 230lt fuel tank is definitely on the small side for the 110hp engine. Engine, generator and other systems are installed in a tunnel between the guest cabins, accessed from cockpit hatches, and therefore nicely separated from the main interior accommodation.

Hull construction is vacuum infused polyester, with solid laminate in the keel area, while the matrix in the bilge that helps spread keel loads is glued in place. The standard of finish generally looks very neat and the interior joinery is well executed. However, integration of the optional hardtop elements with the mainsheet arch and optional solid windscreen are not as slick.

This means there’s a lack of clean lines and continuity in styling terms. From a distance it looks good, but close up there are too many changes of surface level to look really clean, tidy and stylish.

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We’re close-hauled in 7-10 knots of true wind, making 6-6.5 knots of boat speed, with the helm beautifully balanced and only a degree or two of weather helm. A gentle ease of the XC47 hydraulic backstay in the lulls gives more depth to the sail shape, while a few pumps depowers the rig in the puffs.

It’s a scenario that’s instantly familiar to many thousands of X-Yacht owners over the years. But this isn’t the first beat of a short round the cans race. Instead, we’re on a comfortable serious bluewater cruiser that weighs almost 15 tonnes and has impressive stowage and payload.

The XC47 is a pivotal model for the Danish yard in a slimmed-down range of long distance cruisers. It’s also the first all-new boat without input from co-founder and lead designer Niels Jeppesen, with markedly different styling.

Reducing the number of models in the Xc line allowed effort to be focussed on a yacht that embodies many small but important improvements that came out of extensive consultation with clients who have completed circumnavigations on older Xc models.

This is the first all-new non Jeppesen design from X-Yachts, with very different styling to earlier models. Photo: Ludovic Fruchaud/imacis.fr/EYOTY

The concept of the XC47 hull shape is very similar in the forward sections and distinct stern overhang to previous Xc designs, with the aim of keeping the same easy motion in a seaway. However, in other respects the stern sections have been updated, with a wide transom and soft chines well above the waterline.

The latter markedly increase form stability when heeled, giving more performance when reaching and enabling full sail to be carried for longer in a rising wind. At the same time, the deep canoe body with plenty of rocker that helps create a voluminous hull, with a large payload, is retained.

This is also the first design from X-Yachts with a semi decksaloon layout. Yet when you’re sailing it doesn’t feel like a decksaloon yacht, partly because of a slightly higher cockpit floor that also helps increase volume in the aft cabins, without making it feel as though you’re perched up high when on deck.

On bearing away and hoisting the top-down furling gennaker the wind increased to 12-13 knots as a shower moved overhead. With a true wind angle of around 140°, and the apparent more or less on the beam, boat speed climbed to 8.6 knots. While there are many ways in which this feels like a performance boat, once downwind in a breeze with a kite up you can feel the 15 tonne displacement – and that pronounced rocker – holding the boat back.

A forgiving displacement hull, but still a slippery one with relatively low freeboard. Photo: Ludovic Fruchaud/imacis.fr/EYOTY

XC47 – surfing performance

Nevertheless, when the true wind speed later increased to 17-18 knots, with occasional gusts of 20 we enjoyed spirited sailing, still under gennaker, under full control at 8-9.5 knots, with clear signs the boats would willingly surf on a larger sea. We had a chance to experience this towards the end of my second day on board, in only 12-16 knots of breeze, but with a large following swell. Sailing with the gennaker at a 125-135° true wind angle we surfed readily, hitting a maximum of 11.5 knots under complete control and, surprisingly, maintaining an average speed very close to that of a high performance 43-footer sailing nearby.

I also had the benefit of sailing the boat in light airs – a situation in which many heavier designs fall down, forcing you to motor when the breeze is much less than 10 knots. Close-hauled in 7-10 knots true, we made 5.5-6.5 knots, despite an awkward swell.

The boat retained its lovely feel on the helm in these conditions, with just one or two degrees of weatherhelm. Later on in an easier sea state, we made 7-7.2 knots in 8-9 knots of true wind, tacking through around 85°. And when the breeze eased to just 5-6.5 knots we still maintained a useful 4.5-5.5 knots close-hauled – remarkable figures for a yacht of this type.

Our test XC47’s Elvström Ekko laminate sails that set nicely undoubtedly helped speed, pointing and handling, though the layout of deck hardware is also important. The hydraulic backstay that gives such easy control of sail shape is centrally positioned between the wheels and can be operated equally easily on either tack.

This feels like a performance boat. Photo: Ludovic Fruchaud/imacis.fr/EYOTY

It’s also possible to reach the mainsheet from both helm stations on the XC47, though the traveller is at the aft end of the coachroof. This can be helpful when alone on a gusty night watch as it can be operated from within the protection of the effective sprayhood. One of the few criticisms of the boat we could find is that the 4:1 purchase for the traveller proved inadequate. However, compared to deficiencies we see at times on other prototype boats this is a minor issue that’s easy to rectify on production models.

Helm stations are well aft in the boat, especially compared to centre cockpit bluewater designs. However, the ability of today’s autopilots is such that on passage it is likely to be steering the bulk of the time. If a backup system is specified – and the boat has multiple charging sources for redundancy (such as regeneration, a genset and adequate solar) – the set up can be relied on for many thousands of miles, assuming diligent routine maintenance.

Unlike many decksaloon yachts all lines are handled at the cockpit, even with the standard slab reefing mainsail. The deck layout is based around a pair of Harken winches on each coaming outboard of the cockpit benches and just ahead of the helm stations. The arrangement broadly works well, particularly as a lot of effort has been made to keep friction at bay.

A horizontal bar in the decksaloon windows takes the halyards and other lines aft from the mast, running in stainless steel conduits and with minimal deflection, markedly reducing friction. Even so, most owners will want the electric option for the winches.

The Xc47 is a pivotal model for the Danish yard.

The test XC47 was set up with a 106% headsail and there’s also provision for a self-tacking jib, with a recessed foredeck track that can be retrofitted if necessary, even on boats with a full teak deck.

To reduce effort associated with sail handling, without compromising sail shape, around 80% of larger X-Yachts leave the yard with the optional composite Furlerboom. This makes hoisting, lowering and reefing all straightforward when close-hauled, especially if the jib is trimmed on and therefore bends the airflow further forward over the mainsail.

X-Yachts tells me the boat is designed to handle full main with the apparent wind well aft of the beam in up to 25 knots of true wind. That seems to be a fair assumption, given the ease with which it handled 20-knot gusts reaching with the gennaker. However, when sailing downwind in a rising breeze the system makes it important to think further ahead than on a boat with slab reefing (that allows sail to be shortened with the apparent wind aft of the beam).

The layout around the pedestals makes it easy to sail short-handed with instruments and winches to hand. Photo: Ludovic Fruchaud/imacis.fr/EYOTY

With the set up on the test XC47 it may be possible to drop the first reef in with the wind aft of the beam, but beyond that the luff of the sail tends to creep forwards along the mandrel in the boom, so it’s not feasible to take deeper reefs in a similar manner. That means luffing up to bring the apparent wind forward of the beam, making it a much livelier experience.

On deck stowage includes a forward sail locker with space for two furling sails, plus an anchor locker that will take 150m of chain.

Instead of a space-consuming tender garage the XC47 has a huge lazarette aft, plus dedicated liferaft stowage. An optional novel davit system is integrated with the hinged bathing platform such that the dinghy is automatically launched when the platform is lowered. For longer passages the tender can also be stowed on the foredeck.

The beam wide lazarette offers plenty of stowage and contains a neat liferaft launching system. Photo: Ludovic Fruchaud/imacis.fr/EYOTY

Power decisions

At 640lt the standard water tankage is not overly generous, though that will not be a concern for those who specify a watermaker. Equally there are plenty of boats in this market that offer more than 500lt of fuel tankage, though the hybrid propulsion system (a €120,000 upgrade) fitted to the test boat, a pre-production prototype, is significantly more efficient than a conventional diesel motor.

An increasing number of X-Yachts’ clients are now asking for hybrid propulsion. The system developed for the XC47 uses Oceanvolt’s 25kW Servoprop, which just won the overall DAME innovation award in November (see page 14), in place of a standard 109hp diesel. This is coupled to a 46.8kWh battery pack that’s only marginally smaller than that of a Tesla Model 3 car, plus there’s an 11kW Fischer Panda range-extending generator. This produces enough power to drive the boat at 6.8 knots in flat water and no wind, without input from the battery bank. The efficiency of this combination is such that Oceanvolt reckons range under power is increased by around 30% compared to diesel propulsion.

At 8.5 knots boat speed the regenerating function produced 500W of power, a figure which ought to increase by 30-50% with the correct propeller fitted.

The semi decksaloon has ample light, headroom and natural ventilation at the expense of different floor levels. Photo: Ludovic Fruchaud/imacis.fr/EYOTY

Stowage solutions

Below decks X-Yachts has obviously spent time and money on creating an arrangement that feels spacious, but where you can move around at sea safely. For a bluewater boat the stowage is also worth particular mention thanks to the numerous lockers of all sizes.

A combination of the changes in the hull shape and the decksaloon configuration mean interior volume is the same as that of the Xc50 and 21% larger than the now-discontinued Xc45. The decksaloon of the new model has a raised sole aft in the main accommodation area, with a space underneath it for tankage, battery banks and other technical items. This leaves most of the space under the bunks and settees free of systems and therefore available for stowage of larger items. The main exception on the test boat was an aircon unit under the port settee.

There is a lot more interior storage than a Pure X model of similar size would have and it’s neatly divided into both large and small compartments, drawers and so on. This is time-consuming and expensive to produce, but makes a huge difference when spending extended periods of time on board.

Superb stowage in the galley (and throughout the interior). Photo: Ludovic Fruchaud/imacis.fr/EYOTY

There are also reassuringly deep fiddles, including a pair on the galley worktop that can be turned upside down to give a big flat work area when in port.

In the design phase X-Yachts created a full-scale mockup of the interior and heeled it to 20º in both directions. The outcome is worthy of praise – it feels spacious, there’s relatively easy circulation for people, yet it doesn’t feel like there are awkward wide open spaces that are difficult to negotiate at sea.

This process might be considered as overkill and unnecessary expense, but important outcomes include extra handholds below decks, plus recesses in galley and chart table for fiddles so they can also double as effective handholds. That’s the kind of the level of detail needed to create a top notch product.

In any case, while it remains unusual, building full-scale mockups is by no means unprecedented. At the other end of the scale, for example, back when the Laser SB3 sportsboat was being developed the team at The Laser Centre put a mockup of the cockpit in the company’s offices to sit in during coffee breaks. They quickly figured out exactly the optimum position for every element of deck hardware across all manoeuvres. That boat was also a huge success from the outset.

Forward master berth has yet more large and accessible stowage. Photo: Ludovic Fruchaud/imacis.fr/EYOTY

On the XC47 the owner’s cabin will impress thanks to a combination of space, light and ventilation, plus excellent stowage. The aft cabins, which benefit from the additional beam carried aft and extra clearance below the cockpit floor, have a very flexible layout. They can be arranged with twin side-by-side berths, or as a huge double.

There’s a massive amount of easily accessed stowage – the inboard cushion, for instance lifts on gas struts to reveal a large top tray for easily accessed items, with deeper stowage below that. It’s also possible to specify a two cabin option with one of the quarter cabins forming a large utility space, plus a single bunk, and up to 300lt of extra refrigeration capacity.

Throughout the interior of the XC47 there are a lot of opening overhead hatches, including a forward facing one above the head of the bed in the master cabin forward, which helps maximise natural ventilation at anchor. There’s also a very neat covered ventilation system for the heads and galley area that can be left open at sea. It’s one of the best ideas of its type that I have seen and certainly proved effective during our test.

Aft heads and cabin (which can be a utility cabin). Photo: Ludovic Fruchaud/imacis.fr/EYOTY

One of the most notable aspects of the interior is how impressively quiet the XC47 is when going to windward, with none of the creaking or groaning that’s often encountered. Hull construction is vacuum infused, post-cured foam core sandwich using E-glass and epoxy. Carbon reinforcement is used strategically in structural members, particularly in the bottom of the hull, allowing these to be smaller and therefore intrude less into the accommodation space.

Carbon is also used in the coachroof to distribute the mainsheet traveller loads without resorting to structural pillars in the galley area, while the boat still features X-Yachts’ trademark galvanised frame to distribute keel and rig loads.

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The best racing I’ve ever done, whether inshore or offshore, has been in one-design fleets. However, in the offshore realm it’s been two decades since the last successful one-design class was launched. But maybe that’s about to change with the Sun Fast 30OD.

Conventional wisdom holds that smaller offshore racing yachts need to be relatively heavy to be competitive under IRC. Many solo and double-handed sailors are therefore deprived of the joy of racing faster planing yachts, even if today’s successful 30-36 footers are capable of surfing at speeds in the high teens.

Happily the Sun Fast 30OD breaks the mould in this respect – it’s 800kg (22%) lighter than the popular Sun Fast 3300, yet has almost the same sail area upwind and only 5% less downwind. A strict one-design rule is intended to allow close competition, while keeping upfront and long-term costs in check. It’s also the world’s first recyclable composite production boat – impressive given the weight goals.

A key design target was also to maximise performance in light airs. “Most of the polar chart shows minimising frictional resistance is the priority,” Antoine Le Provost of designers VPLP tells me, “so we needed to keep the wetted surface area down.”

The semi scow bow hull shape has a near full length chine and marked flare above the waterline. The underwater sections also have a lot of fore and aft rocker, lifting the transom out of the water at low speeds. These two factors markedly reduce drag resistance in light airs.

Placing so much emphasis on light airs performance might seem odd for an offshore yacht, especially given the last two Rolex Fastnet Races underlined the need to successfully handle heavy weather. But on average in July in UK waters the wind is actually 10 knots or less for 50% of the time.

The Sun Fast 30 is the world’s first recyclable composite production yacht, made from Elium resin that can be used to make another boat at its end of life. Photo: Ludovic Fruchaud/EYOTY

My first sail on the newly launched Sun Fast 30OD was in only 2-4 knots of true wind, yet we were able to run rings round all the other boats off La Rochelle. Reaching with the Code 0 at a true wind angle of 100° we consistently maintained 90% of true wind speed, while upwind in 4.5 knots of breeze we made 2.9 knots of boat speed at a surprisingly tight true wind angle (for the conditions) of 42°. Even in these very light airs the helm was precise, with good feel and key controls easily to hand.

Digging in

As the breeze builds the chine digs in at around 15° of heel, with form stability growing rapidly as heel increases further. The semi scow bow with a lot of buoyancy forward also gives a very balanced waterline shape when heeled, so weatherhelm doesn’t build as the heel increases. At the same time, very straight chines mean the immersed area when heeled has fairly straight waterlines, minimising drag at higher speeds and giving a flatter run aft to promote easy surfing and planing when sailing off the wind.

My second day on board provided 8-15 knots of breeze. Upwind with the J3 we consistently made an impressive 6.5 knots at true wind angles of 40-42°. This increased to 7-9 knots reaching with a Code 0 at 100-110° TWA, and we maintained the same speed with an asymmetric at a true wind angle of 125-135°.

The semi scow bow hull has a slight chamfer forward, a distinct full length chine and low static wetted surface area – so it suits light airs performance, but is capable of planing in stronger winds. Photo: Ludovic Fruchaud/EYOTY

The Sun Fast 30OD was quick to accelerate and responsive to weight distribution with a great direct feel on the helm. Steering is predictably light, but with ample feedback as the helm loads up. The boat proved almost impossible to broach, even on a very tight reach and when it happened it was a very gentle affair.

Sadly we didn’t have enough wind to experience full planing. Although lighter than most other designs in this market, the Sun Fast 30 is still proportionately a lot heavier than Mini 650s and Class 40s, so needs more than 15 knots of breeze or helpful wave action to fully break away from its stern wave.

As the breeze builds the chine digs in. Photo: Ludovic Fruchaud/EYOTY

The one design spec includes a Sparcraft all carbon rig positioned well back in the boat and sets a generous sized square-top mainsail. Jeanneau and composite specialists Multiplast say the running backstays are primarily for improving sail trim, especially achieving headstay tension, rather than being structural. This makes for easier and less stressful gybes, without worrying about dropping the rig in strong winds.

Proportionately more of the boat’s length is given over to the cockpit than usual, so it doesn’t feel cramped, even when sailing fully crewed with four or five people. A downside though is that no attempt has been made to provide any shelter on deck.

Central foot chock plus adjustable stainless steel frames provide a firm footing when heeled. Photo: Ludovic Fruchaud/EYOTY

In general deck layouts on boats in this market are broadly the same. The Sun Fast 30OD follows a similar approach in terms of sheeting, including 3D jib sheet leads and the mainsheet traveller at the back of the cockpit, with mainsheet, backstay and traveller easily reached from the helm.

However, there’s only one coachroof winch at the companionway and just a single bank of clutches – a well proven concept in the Mini 650 fleet that simplifies the set up, while reducing weight and costs.

Attention to detail includes a Spinlock Diablo joint that automatically lifts the tiller extension vertically when released, ensuring it can’t get trapped in a corner of the cockpit when steering with the pilot. There are also rope bags and stowage for water bottles on deck.

The interior is basic but functional, with maximum headroom of 1.75m. Photo: Ludovic Fruchaud/EYOTY

To keep running costs under control membrane sails are banned by the class rules and the inventory of seven sails can only be replaced on a three-yearly cycle, at a typical total cost in the €15-€25,000 range.

Class rules also specify the electronics. These include B&G’s H5000 autopilot, the very popular Raymarine Type 1 ram in a watertight compartment accessible from deck (and from inside), plus a combined VHF/AIS.

The large cockpit, fairly narrow beam and low freeboard limit space below decks and the fit out is basic. But it’s well planned with bunks each side, pipecots for sail stacking, a big navigation station against the main bulkhead, plus a tiny galley with sink and space for a Jetboil. There’s even a heads area forward of the main bulkhead, with full marine toilet with holding tank and a fabric door for privacy.

Fore and aft watertight bulkheads provide an extra safety factor offshore, although the front bulkhead doesn’t qualify as a full crash box.

Building a one-design boat is a specialist process thanks to the high degree of consistency that’s needed. Jeanneau is well placed in this respect – the Sun Fast 30 is built at the Groupe Beneteau site just outside Nantes that has a long history of producing cutting-edge raceboats.

It’s also built using Arkema’s Elium thermoplastic resin that’s made from 20% recycled content and can itself be recycled at the end of the boat’s life. Importantly, small repairs can be carried out using conventional resins.

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Welcome to another smoking hot new launch from Grand Soleil, the Grand Soleil 65LC. This Matteo Polli design follows in the footsteps of the 2022-launched GS72, for which it is an evolution using the same powerful, flared, sporty design.

The overall beam is only 20cm less than the 72 at nearly 6m, and from the dock it looks like a seriously imposing and rapid shape. Again it’s offered as a Long Cruise or Performance model, and contains much of the same features as the 72, including the same genset, watermaker etc. But with that brings its own challenges, Polli explains to me as we tour the deck. As the lightships and loaded displacement is a larger range on the 72, the attention to weight and wetted surface area becomes all the more scrupulous on the smaller sistership.

“The overall geometry has been completely revisited to ensure a balanced weight distribution regardless of the different internal layouts,” says Polli. He considers this shape optimised for a broad wind range, “from lightship in racing conditions up to full load in cruising mode.”

Signature Nauta styling with cool, elegant finish (teak in this case)

Polli points to a mast base which is comparatively far aft. “A mast aft increases the jib size… and the boom comes further aft, so you get more sail without raising the centre of effort.” This equates to increased J area, more headsail options, and a shorter bowsprit for the same gennaker area. As the centre of effort is also further aft, the keel is hung proportionately further aft too. Polli has stuck with a single rudder, mounted relatively far forward.

Again the project was spearheaded by veteran racer and boatbuilder Franco Corazza who stresse how good the coachroof line is for a raised saloon boat. Seated at either helm, you can still clearly see the bow.

The Grand Soleil 65LC is offered with three or four cabins and a midships galley, while the Performance version sites the galley aft. The identical aft cabins on the LC have the same volume as those on the Grand Soleil 72 and the forward cabin has good headroom right up to the forward headboard end of the berth. While there is space for a crew berth in the large sail locker, using the fourth cabin option opposite the galley would be a wiser choice for those wanting to keep a crew for any length of time.

A benefit of the LC raised saloon format is that the genset and tank space is all contained below the raised saloon, with the engine beneath the companionway steps. So far, the orders are split between the LC and Performance models across the 72 and 65 designs.

Grand Soleil 65LC specifications

LOA: 21.60m / 70ft 10in
Hull length: 20.10m / 65ft 11in
Beam: 5.95m / 19ft 5in
Draught: 3.50m / 11ft 6in
Displacement: 27,500kg / 57,320lb
Ballast: 7,200kg / 15,837lb
Sail area: 278m2 / 2,992ft2
Price ex VAT: circa €2.3-2.8m
Design: Matteo Polli & Nauta Design
Builder: grandsoleil.net

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The Swan 51 of 1981 broke new ground as it was the first German Frers design for Swan, the spark for an incredible relationship now in its fourth decade. Nautor has launched over 700 yachts to the Argentinean’s design in this time and has 14 Frers models in its latest portfolio alone. A Swan 51 was also the first yacht for Nautor’s longterm owner Leonardo Ferragamo.

So it’s a special size, but why do a new one now? Swan feels the gap is too large between its Swan 48 and the Swan 55 (plus there’s a significant €1m price differential) and says it has requests for a larger model in the style of the 48.

While it keeps the alluring, long, low lines and sleek coachroof of the 48, the 51 is ‘designed to be fun’ and adds a few extra novelties. For the first time ever on a Swan we see a roll bar option, which may affront the traditional Swan fan who hankers after clean lines but could suit the pragmatist. The arch keeps the mainsheet clear of the cockpit and helps provide sprayhood and bimini support. It comes in a comfort pack which also offers in-mast furling and a self-tacking staysail for short-handed ease.

Twin rudders could help provide shoal draught cruising appeal with the 2.05m shallow keel option. And Swan has also included the double action transom, as seen on the 55 last year, to really help boost the deck space at anchor.

Roll bar at the front of the cockpit is a first for Swan

If that looks too tame, a Sports version spices things up with a racing keel and 1.5m taller carbon mast, which can sport a square top main and running backstays.

The three-cabin interior with forward owner’s cabin gives you everything you have on the 48 but in a slightly larger format, says head of product marketing Vanni Galgani. This includes larger aft cabins with a mechanical space between (there is a hybrid option). It’s once again styled by Misa Poggi.

Frers remarks that “in the early days it was all about speed, speed, speed”, but there’s a “world of difference now”. He says they have looked very carefully at how to increase comfort for cruising, and that he’s asked now for 2m headroom. “You need that extra volume, but to still be attractive. We are always looking at how to make the boats easier to sail, fast and good looking.”

The Swan 51 will launch in time for Cannes Boat Show 2025.

Swan 51 specifications

Hull length: 15.55m / 51ft 0in
LOA: 16.90m / 55ft 3in
LWL: 14.67m / 48ft 1in
Beam: 4.85m / 15ft 7in
Draught: 2.45m / 8ft 0in
Displacement: 18,000kg / 39,700lb
Ballast: 6,300kg / 13,900lb
Price: €TBC
Builder: nautorswan.com

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The run of Georg Nissen-designed Contest 62CSs finished 10 years ago and what we can be assured of with the new generation of Judel/Vrolijk designed hulls is a lot more volume for the length. This new Contest 63CS has an owner’s suite below that beamy aft deck and still provides the option for two or three guest cabins forward.

The Dutch yard describes this as the new sweet spot, as it’s long enough to offer identically-sized guest cabins plus a crew cabin if wanted, yet can still be handled easily enough to not warrant needing a crew. To facilitate such decisions, the yard has created some useful options. This includes three- or four-cabin layouts, all with the option for a bunk cabin, while the three-cabin versions can have a large workshop-cum-sail locker forward or a crew cabin.

Depending on their sailing programme, owners can also choose in-mast or in-boom furling, a self-tacking jib, twin headsails and the option for an integrated structural luff Code sail furler on the bowsprit. All of which makes it easy to imagine how you could spec it up more for performance or ease of handling accordingly.

This new small superyacht will have an interior by Wetzels Brown Partners: when we consider the last few Contest models this should prove a tasteful mix of elegant and contemporary. The first is due to launch in the late spring.

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Arcona – a Swedish yard with a sound reputation for producing traditional style cruiser-racers, designed by a little known Swede who had a gift of ensuring slippery hulls. If that sounds familiar, then be prepared for a redefinition, as pretty much all of that has changed with the launch of this new flagship Arcona 50.

Gone is the sweet, simple, stick-to-what-works idea. This is a big, contemporary new Arcona, one that sees the brand transition from its cruiser-racer heritage and classic interiors to a luxury performance sector. And it’s a stunner – inside and out, the Arcona 50 is a true showstopper.

It’s a bold move, but an understandable one. Long term designer Stefan Qviberg passed away in 2018, the same year when Arcona was bought by Najad and Orust Quality Yachts. Their owner then brought in former Olympic sailor Urban Lagnéus as CEO, a veteran manager who spent 18 years at Hallberg-Rassy. This new flagship is the first brand new design in that five year period and sees Arcona move much closer to the market trend.

However, that decision brings seriously stiff competition. Over the last decade or so I have often written about how many similar options there are for those looking for a quality fast cruiser in the 50ft sector. Arguably, the launchpad for this trend was the Solaris 50 in 2015, for which the Italian yard brought out a replacement last year.

The new Arcona 50 marks a change from the Swedish manufacturer. Photo: Ludovic Fruchaud

Cantiere del Pardo has its equally sleek looking Grand Soleil 48P, then came the First 53, which aimed to offer such performance rewards and style for less cost. Nautor Swan has since renewed its thoroughbred Swan 48 design, launched a new Swan 55 and announced a new Swan 51 for 2025. And then there’s X-Yachts, perhaps Arcona’s closest rival, with its X4.9, for which it now has a MkII version.

All these models are, essentially, high end, aft cockpit, three-cabin performance cruisers.

Which brings us on to the elephant in the room. By moving to this market sector Arcona has pitched the Arcona 50 against these high profile fast cruiser brands, and one in particular. Some will say this Arcona 50 looks very similar to an
X-Yacht – and deliberately so even, with the choice of its big name designer: X-Yachts co-founder and designer for 40 years, Niels Jeppesen.

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So for the would-be buyer, has Arcona just made that selection all the more difficult? Unless it comes down to brand loyalty, it will be a decision based on the increasingly small margins of aesthetics, performance, layout and build quality. Or perhaps, in reality, cost could be the deciding factor – the Arcona 50 starts at nearly €200,000 more than the Solaris or X.

My mind was swimming with such stats as I caught the train to La Rochelle to sail the first hull Dancing Queen. But I was to discover that one thing that hasn’t changed about Arcona – the enjoyment of sailing one. I had two good trials on the boat in largely Force 3 and 4 winds, using a mix of jib, Code 0 and gennaker on various angles and in some swell, and can confirm this is a design that backs up its looks and price tag with performance.

On the test boat the helmsman can raise the main, unfurl the jib and trim the sails without leaving the wheel. Photo: Ludovic Fruchaud

How the Arcona 50 looks

To stand out in this crowded marketplace then, first impressions of the Arcona 50 are critical, an aspect Arcona has seemingly nailed. And it includes many other firsts for Arcona: its first 50-footer; its first model with twin rudders, a tender garage, L-shaped cockpit benches and twin tables. It’s also the first to use cored woodwork/ furniture. And it’s the first Arcona designed by Jeppesen.

It retains the galvanised steel frame to help ensure a stiff structure, and mahogany is the standard trim, but that’s where the similarities to previous Arconas trail off. The Arcona 50 has a much higher freeboard and a wider stern for more stability. The stemhead is also noticeably fuller, in line with modern trends. “It’s a win-win situation in my opinion to have these fuller ends,” thinks Jeppesen. “It gives better sailing qualities for the way our clients use their boats these days.”

So this is a big 50-footer, but one Arcona has set up to be push-button controlled and easy to sail short-handed. As soon as we had clear water, the sails were unfurled and trimmed from the pedestals and we were straight into some rewarding sailing.

Winches and traveller are within reach or controlled from the helms, while twin cockpit tables work well and keep clear central access. Photo: Ludovic Fruchaud

The test boat had a few optional extras to help make this process extra smooth. The first is the Mainfurl in-boom furling system, a GRP shell with a carbon mandrel, which is controlled remotely from the helm. The optional recessed traveller is another neat feature as it gives good control and trim options for the mainsail, yet it’s contained below deck to avoid it being a trip hazard. It’s led via a flatwinder winch which is again controlled from the pedestal. The ability to dump the traveller at a higher speed would be useful though, as it’s a powerful mainsail (Arcona prefer large mains with jibs to overlapping genoas), and line tails need to be kept clear of the well.

Twin aft winches are used each side to trim sheets. The forward one is a two-speed powered model, again remotely controlled. With the sheets and running rigging led here, there are a lot of lines in a large, wide cockpit, but good, deep bins are designed in below the coamings to help deal with this. You still need to be organised with this though, as you never know when a quick halyard drop might be needed.

Into the groove

Sailing upwind in 10-12 knots, the Arcona 50 clocked speeds in the late 7s and early 8 knots, and tacked through 80°. In the lighter breeze of my second sail, this equated to 7 knots in 9 at 28-30° to the apparent wind.

The Arcona 50 is fast to find its groove and boasts plenty of grip, albeit for a very neutral feel on the helm (which Arcona is working to address). You really can leave the wheel and it keeps tracking along. Even when fully powered up, you can just keep a finger on the wheel, so it will certainly be easy on power consumption when under autopilot. However, without any traditional weatherhelm sensations, you need to be careful not to overload a yacht which carries a generous amount of sail.

Once the Arcona 50 heels onto its soft aft chine it stops leaning further and the power translates to acceleration at a consistent angle. The curved reverse stem and optional bowsprit look sexy at the pointy end, but studying our camera footage leads me to wonder if the balance on the test boat is a little bow down, with the wide stem pushing water and creating a bow wave.

Broad aft sections and a garage that can house a RIB up to 2.8m. Photo: Transform Media/Arcona Yachts

However, it maintained high average speeds and once you fetch off or set an offwind sail, double figures are easily achievable. Under Code 0, for example, in 14 knots true wind, we averaged 10 knots, making up to 11 in 1.5m waves.

A glance at the beamy stern sections will tell you it’s a design that should suit reaching, and with the big blue gennaker set we were treated to some gorgeous sailing in 13-17 knots during an unusually warm autumnal afternoon. The Arcona 50 then maintained over 10 knots at 70-80° to the apparent and, with a swell off our quarter, we hit 11.7 knots.

The ability of the boat to harness light- to mid-strength winds also stood out. During our second sail, as we relaxed into some mile munching, with Abba booming out of the cockpit speakers and the foot of that big blue gennaker skirting the water, we almost matched the 10 knot true wind.

When I finally relinquished the wheel and ventured below decks, it was noticeably quiet at heel. The keel is attached directly to a galvanised steel frame, which is bolted to solid GRP stringers, a longstanding backbone technique to Arcona builds.

On this Arcona 50, the bulkheads are in Divinycell foam sandwich, with honeycomb or foam also used to core some joiner work (doors/floors/lockers), a weight saving measure employed more on race boats. Arcona argues that the weight saved is put into lead in the keel, which helps translate to high stability and pointing, and a taller rig for more performance. “The aim is always to have a faster boat than our opponents, and we think we are,” Lagnéus commented.

Fine views forward for the helmsperson over uncluttered decks. Photo: Transform Media/Arcona Yachts

That said, the drawbacks a standard draught of 2.95m bring were patently evident as we headed back to port. Granted, the spring tides were particularly large that week, however the Arcona was the only yacht of the group we were testing for European Yacht of the Year trials not to be able to moor overnight in Port de Plaisance/Minimes, one of the world’s largest marinas with over 4,500 berths.

Instead it had to move into the town’s locked-in marina with the IMOCA 60s and other large craft. The 2.5m option will likely be the more popular choice, while a 2.2m shallow L-shape option is also offered.

An 80hp Yanmar saildrive is fitted as standard. The test boat had the 100hp upgrade, which is perhaps overkill for a performance cruiser such as this, but adds plenty of torque, which could be useful for motorsailing. It allowed us to record 7.5 knots at just 2,000rpm or hit 10.5 knots flat out. For those concerned with manoeuvrability, bow and stern thrusters are offered.

Arcona 50 styling

The deck design helps indicate the primary purpose for the Arcona 50. It’s very much on trend for this style of yacht, and will more suit warm weather sailing than offshore cruising.

Lagnéus stressed how important the tender garage is, for instance. When you go to the effort of design styling that they have, davits would spoil the lines, he thinks. This decision helps define the shape, the broad aft sections and twin rudders. He predicts that owners will want to use a large dinghy frequently on this size of yacht while at anchor in Med and Baltic waters, and therefore a garage makes most sense (housing a RIB up to 2.8m).

Reaching hull speed. The test boat has a painted aluminium John Mast. The stepped sprit helps create a lower aesthetic and increases the Code’s luff length. Photo: Transform Media/Arcona Yachts

Other deck features point towards warm weather coastal sailing and are in line with the competition. The coamings are shallow and the coachroof is flat for example, so there is very little cockpit protection unless you raise the sprayhood from its recessed well. There is also currently no option to close off the transom, while the gas locker and tankage is on the moderate size for a 50-footer.

Practical features include the deep sail locker and dedicated liferaft locker. The rudders are on separate quadrants and independent Jefa steering connections, so if you lose one you can still steer using the other. And the vacuum infused composite watertight bulkheads both forward and aft will aid peace of mind.

Comfy settees and plenty of natural light in the main saloon. Photo: Ludovic Fruchaud

Light and light

In a similar vein to the exterior styling, the interior is very much on trend, especially in the light oak finish of the test boat. The bright, spacious and welcoming design features plenty of natural light thanks to the long coachroof and hull ports and tasteful down and indirect lighting.

And it’s been finished to a high standard, especially when you consider what you can’t see. The foam cored bulkheads, doors and lockers save 60kg (over typical plywood), says Lagnéus, while the plywood honeycomb structure used in the companionway steps save another 30kg.

Galley is thoughtfully laid out for ergonomic use and is well equipped. Photo: Ludovic Fruchaud

A second galley layout is offered, one which closes off the access from the companionway and links the galley to saloon. Other than that, layout choices are minimal – a larger wardrobe in the forward cabin and double or twin berth options for the aft cabins.

Arcona offers the space saving Gastronorm system from galley experts GN Espace, an ergonomic solution designed to use the sink, workspace and oven most efficiently and one I’m always surprised more new yachts don’t employ. It uses cooking trays that are designed to maximise the oven size and to stow neatly in or on the sink, for example.

Airy owners’ cabin. The aft section of the berth lifts on struts. Photo: Ludovic Fruchaud

The galley has more smart solutions in a coffee area, and a large bin section which can open out hands-free. A large locker below the sink can be used for stowage or a dishwasher. Extra refrigeration space is offered on top of the standard 120lt top opener, while there’s also an option to fit a washing machine instead of the practical wet locker in the aft heads shower compartment.

Shelving on the main bulkhead and tasteful lighting helps make for an attractive saloon. It’s comfortable too. The starboard sofa berth suits relaxation, with its thick, lower cushioning, and the saloon’s bench seat slides out to starboard so you can use it as a footrest. This berth remains separate to the navstation, which has its own swing out stool for working facing outboard.

Aft cabins can be twin, doubles, or twins with a fill-in. Photo: Ludovic Fruchaud

There were still a few modifications needed on the test boat. While the integral rail above the navstation and starboard sofa is a standard fit, some more handholds would be useful at heel or in a seaway. A handrail can be specified on the headlining and Arcona is considering adding a rail to the galley countertop. The yard will also likely change the aft heads door to open outwards as it’s currently quite tight to close the door once you enter.

The cabins are all of generous size, again with plenty of natural light and dimmable LED lighting. The owner’s ensuite cabin includes a neat forward facing coachroof window, plus there are double hatches above the berth.

While the double locker in its entrance is not wardrobe depth, it does have a removable panel to access a deeper section for hanging longer clothes, and the bed lifts easily on struts to give access to the large stowage space below.

In general, stowage is practical, especially in the raised lockers which run through the boat. The tanks are fitted below the sole, leaving largely stowage space below the saloon berths. Between the aft cabins is a narrow but valuable service locker. Aboard Dancing Queen this contained the optional 10kW generator, which Lagnéus considers the best choice for those who want to run aircon or a watermaker. The battery bank meanwhile is below the navstation and starboard saloon berth, with the upgraded three lithium batteries providing 640Ah at 24V.

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Dutch aluminium specialists KM Yachts continues to respond to a high demand in bespoke alloy and explorer-type yacht builds. It has a handful of projects in build alongside the OC 188, spanning from its smallest and largest (volume) designs to date, and has launched as many more this season.

Its new baby, the Bestevaer 36, is an intriguing and appealing design making its world debut this autumn, and we’re looking forward to sailing it for European Yacht of the Year trials.

It is designed by and built for the father of the Bestevaer series, Gerard Dijkstra, to explore the more shoal draught waters of his local cruising grounds, and to sail in and dry out on the wetlands thanks to a swing keel and rudder.

Despite retaining many of the Bestevaer range’s practicable features on a smaller scale, one of the most impressive attributes of KM’s latest model is that it also champions the yard’s push towards a circular boatbuilding economy. Aluminium is well known to be a wonder material in sustainability terms, with around 75% of all aluminium produced since 1854 still in use today – and over 60% of the 36 is made from recycled aluminium. It also uses sustainable woods, eco-resins, an antifouling film coating, recycled polyester sails and renewable energy sources including hydro, solar and wind.

The 36 has spawned a larger version in the custom Bestevaer 41, which is currently in build for owners who needed a little more space. That yacht, Josephine 2, will also have the ability to dry out easily.

The bulk of KM’s Bestevaer fleet lies more in the mid-50ft area, where it has a couple of new additions. The Bestevaer 56 launched earlier this summer for owners who were looking for a classically styled yacht with timber clad decks and a white painted hull and carbon mast.

It features a ballasted centreboard, electrically controllable transom flap and hybrid propulsion. Christened Panta Rhei it has a teak-finished interior conceived largely by the owners and is Caribbean bound.

Similarly, a new Bestevaer 54 in build for German owners will sport a ballasted centreboard and a modern look. It will also feature a deckhouse with deck saloon as opposed to pilothouse for enjoying the seated views.

A similar sized model from KM’s Van de Stadt-designed Stadtship range is also in the shed at Makkum, a project based on KM owner Eeuwe Kooi’s own Stadtship 56 Oester. The Dutch owner is looking to dry out with the yacht, hence it features a fully retractable lift keel and rudders which give the yacht a shallow draught of less than 1m.

Meanwhile work continues on the second 77ft Pelagic, a sistership to Vinson of Antarctica, which launched two years ago. Following the success of the Tony Castro design, the project team commissioned a second almost identical model to explore the northern hemisphere while Vinson sails in the south.

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A well established and regarded name in the offshore racing world, the Owen Clarke studio has in recent years been making a reputation for its bespoke explorer yacht creations. The most notable is arguably the 2018-launched 20m Qilak which was the cover model and main feature boat in Yachting World’s May 2019 issue.

It helps that naval architect Merf Owen has plenty of high latitudes cruising experience, and that his wife, Ashley Perrin, is an ice pilot and expedition leader who has been taking yachts to high latitudes for nearly a decade. The couple have just completed a circumnavigation of Newfoundland via Greenland and Labrador.

Owen Clarke currently has two notable alloy explorer projects in construction which have spawned from Qilak in terms of looks, layouts and learnings: a lift keel 15m and a centreboarded 18m.

15m Explorer Yacht Lynx

This 15m Explorer Yacht Lynx is very much a descendant of Qilak, and is even dubbed ‘little Qilak’, thanks to its similar looks, its hydraulic lifting keel, twin rudders and pilothouse. The latter is expansive enough to incorporate a watchkeeping station and a pilot berth.

A multipurpose and multi-climates yacht, Lynx is both a bluewater cruiser and a high lats explorer, capable of transiting the Northwest Passage. A private yacht designed for a Swiss owner, it complies with the MGN 280 code to allow for commercial/charter voyages in all oceans and polar regions.

“Lynx represents the latest in small explorer yacht design, aimed specifically at families/small groups for short-handed, fast passages and with the ability to then remain in remote areas without support for prolonged periods,” Allen Clarke explains.

This is a true explorer yacht in that it is ice rated and built accordingly with double frames and an ice belt in the hull. The tank capacities are particularly capacious and help give an extensive cruising range under motor of over 3,000 miles.

Clarke explains how they can use VPP programming based on motorsailing and when the engine goes on to help calculate fuel/tankage: “It’s the same stuff we use on race boats but here we’re using it for a remote cruising boat.”

The designers’ assumptions were made on having a watermaker, 800Ah batteries and an 80A 24V alternator. Four major passages were analysed, ranging from the 2,000 miles of a Northwest Passage to the 7,500 miles from Europe to Montevideo, Uruguay, as well as spending up to 60 days aboard. Fuel usage from motoring, charging batteries and heating for the Reflex stove were calculated leading to the conclusion that the spec for 1,570lt of diesel with 200lt reserve in the day tank seems more than ample for this design.

18m Explorer Yacht OC188

Designed for extended remote cruising including a circumnavigation, OC188 is six months into its aluminium construction at alloy experts KM Yachtbuilders in Makkum. Its experienced owner wanted an easily handled yacht with good performance together with the volume that could accommodate an owner’s cabin and three double guest cabins.

A low aspect ballasted keel with lifting centreboard helps provide the desired shoal draught of 1.4m while giving sailing performance and pointing abilities when lowered to 3.8m. Meanwhile twin rudders help allow for the yacht to lay up safely.

The decision between this and a full lifting keel such as aboard Lynx – also designed my Owen Clark – comes down to the added performance benefits of a deeper keel and whether you can live with the keel case in the interior, says Clarke. In this case it was not deemed necessary to impact the interior to that extent, especially as the owners plan to spend long periods of time aboard.

The OC 188 is a distinctive, purposeful looking design. Standouts include the amount of covered and protected space and the solar capacity on the pilothouse and fixed bimini. The aft cockpit and transom design also looks innovative as it includes a large lower deck to store a solid tender (the owner did not want a garage such as aboard Qilak). Instead the dinghy is launched via an Atlas heavy lift carbon davit, which can mount in several locations. This then leaves an expansive aft terrace for lounging at anchor.

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The concept of rugged aluminium centreboard boats is well proven, but can a boat displacing 14 tonnes when loaded sail well in the light airs that predominate during summer in cruising areas such as the Med, northern Europe and even the Arctic? And can hybrid propulsion work in that context? The chance to jump on the first Ovni 430 to leave the yard during September’s heatwave provided clear answers to both questions.

First impressions of the Ovni 430 are of very practical and seamanlike arrangements, with acres of flat deck space, deep bulwarks, plus solid metal handholds, mostly near waist height. There are also plenty of mooring cleats, a capacious deep chain locker and our test boat was also fitted with substantial granny bars at the mast.

The standard of finish on deck is high, with welds ground perfectly smooth, neat paintwork and the general feel of a well specified, comfortable yacht. It’s a marked contrast to Ovni’s trademark raw aluminium topsides that resist knocks and dings so well.

We set out from Les Sables d’Olonne in a dying southerly breeze, under mainsail and an all-purpose gennaker in just six knots of true wind. Not so long ago most yachts of this size and weight would most likely have needed at least 10 knots of wind to get moving. But not in this case – we consistently made just over four knots, representing an impressive 70% of true wind speed.

Purposeful new centreboard design for most cruising waters. Photo: Christophe Favreau

The Ovni 430 is Ovni’s first model with an additional chine in the bottom of the hull, which reduces wetted surface area. The twin angled rudders are mounted well outboard on this chine and the steering has been re-engineered to give a more direct response.

Despite the very light conditions, and the boat’s substantial weight, the helm felt positive at all times. Even with boat speeds as low as two knots, it was responsive and predictable, without oversteer and with a directness of feel that belies the hefty displacement. This is all the more impressive given the necessity for the rudders to be relatively short, with a low aspect ratio, to enable the boat to dry out on its flat bottom.
By the time we swapped to the Code 0 the wind had died to less than four knots, with boat speed under sail struggling to get much above half that.

But adding a small boost from the electric motor – our test boat is the first-ever Ovni with hybrid propulsion – made a huge difference.

The Ovni 430 on test proved adept at silent motorsailing in light breeze. Photo: Christophe Favreau

A silent nudge

Just 3.3kW of propulsion power more than doubled boat speed to 4.4 knots, markedly improving range before needing power from the range-extending 11kW Fischer Panda diesel generator. Unlike motorsailing with a diesel propulsion engine, the only audible sound is a very low level from the gearbox – a noise that’s normally drowned out by the racket of even the best soundproofed internal combustion engines.

With this combination of sail and motor, we could have continued for more than six hours before depleting the 28.8kW lithium-ion phosphate battery bank and resorting to the generator, despite there being only four knots of true wind.

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The genset is far quieter than any diesel propulsion engine thanks to a soundproof box and very soft mounts. The hybrid arrangement also allows for a smaller propulsion battery to be specified than for electric-only boats. Yet the expectation is it will rarely be used – the test boat has 900W of solar, while the electric motor’s regeneration mode produces 300W when sailing at 4.5 knots, a figure that increases exponentially with speed. There will be many occasions, therefore, in which the batteries can be fully replenished while on passage.

Expansive foredeck is emphasised by full bow sections. Photo: Christophe Favreau

Step change in style

This boat is a development of the Ovni 400, launched only three years ago, which itself was a big move for the yard. Its step change of style, with near-vertical topsides, a rounded reverse bow and proportionately longer waterline represented major changes compared to earlier generations. The Ovni 430 uses the same hull with a few modifications, including wider sections in the forward two-thirds of the boat that increase both form stability and volume in the owners cabin.

Despite its bulk and weight the 430 proved responsive. Photo: Christophe Favreau

As well as the additional chine in the lower part of the hull, builder Alubat changed to what it calls ‘semi thick’ construction for the Ovni 430. This uses 10mm aluminium for the bottom plate, 8mm for the rest of the hull and 6mm for deck and coachroof. By contrast, earlier models, including the Ovni 400, used 8mm alloy plate throughout. The Ovni 430 therefore has a lower centre of gravity and greater stability, yet the important bottom plating is thicker and more resistant to damage.

As standard the Ovni 430 has a conventional pin-head mainsail, with an 8m2 larger square-top sail as an option. Running backstays are needed for this configuration, though spreaders are well swept back, giving the rig support when gybing in lighter airs. In stronger breezes, with the first reef tucked in, the sail clears the runners, so both can be kept in tension. There’s a choice of a permanently rigged roller reefing staysail, as on our test boat, or a sail set flying on a furler that can be removed when not needed.

Both the deck saloon and the classic saloon option of the test boat (pictured) include a raised navstation. Photo: Christophe Favreau

Two easy steps behind each helm station lead to the side decks. Cap shrouds are taken to the outside of the hull, via substantial aluminium chainplates welded to the structure, while lower shrouds terminate next to the coachroof sides, leaving a clear passage along the side decks. However, trips to the foredeck in anything other than comfortable conditions should be rare.

Most controls, apart from jib, staysail and spinnaker sheets, are handled at the companionway, under the protection of the optional solid aluminium doghouse fitted to the test boat. This offers great protection from the elements, yet doesn’t interfere greatly with visibility from the twin helm stations.

Alubat offers a number of options for mainsail reefing, with the boat I sailed having a single line system for the first two reefs, plus separate leech and luff pennants for the third. Decent roller bearing cars for the luff track further ease the effort associated with handling the mainsail.

The raised nav station. Photo: Christophe Favreau

Three electric winches also help minimise physical effort. These include both primaries, which are ergonomically mounted inboard on pedestals aft of the seating around the cockpit table. The starboard companionway winch is also electric and is used for both the main halyard and the 700kg ballasted centreboard.

There are plenty of pockets for rope tails in the coamings, and under the inboard winch pedestals. Unlike earlier Ovni models the mainsheet is no longer taken to the stern arch, but still uses the same concept of identical systems port and starboard that are led to the coachroof instead. This works well, giving control of sail shape while also stabilising the boom. A smaller arch aft supports the dinghy davits, plus some of the solar panels and is more neatly integrated with the pushpits than on the 400.

Manageable volume

With one exception, changes to the interior of the new model are mostly minor compared to the 400. These include more volume in the forward owners cabin, plus a greater amount of stowage throughout. The wider forward hull sections allowed the front of the coachroof to be widened by 235mm, creating a greater feeling of space in the saloon without compromising side deck width.

Wider forward sections increase space in the owner’s cabin. Photo: Christophe Favreau

At the same time, freeboard is reduced by 9cm, lowering the boat’s centre of gravity and making it easier to step off onto a pontoon. A step down into the forward and aft cabins from the saloon means this was achieved without reducing headroom. The boom is also slightly lower and headsails are tacked a little lower, increasing sail area without adding air draught.

The big change for the interior of the Ovni 430 is a new deck saloon option. This variant has the same exterior dimensions and structure as the classic saloon on our test boat, but has a raised dining area that allows a view through the coachroof windows. By contrast, in the classic model when seated you can only see out through a single hull window each side in the saloon. Both versions also have a neat raised navstation that allows a view out of the coachroof windows.

The large linear galley to starboard, which benefits from good stowage and worktop space, is also common to both. Our test boat was equipped with a GN Espace marinised induction hob, electric gimballed oven, as well as space saving and ergonomic sinks and Gastronorm storage units and utensils from the same company.

A useful technical area aft of the heads includes a single bunk with an aluminium base under the mattress, allowing this area to double as a workbench. It also gives access to all the electrical components and the generator.

A large technical area includes plenty of space for genset and electronics. Photo: Christophe Favreau

Returning to port using 4.2kW of electric propulsion at an average speed of 4.5 knots gave plenty of time to pack the boat away, without depleting the battery bank more than necessary. At this point the OceanVolt display showed 82% charge remaining, with around 4.5 hours range left at that speed.

Above modest speeds wavemaking resistance increases exponentially, so boat speed of a shade over six knots required 22kW of power, equating to little more than an hour of range under electric power alone. Running the generator would double this and a larger genset could be installed to extend range at higher speeds to a level where diesel tankage is the key constraint.

The first boat’s Canadian owners, who bought an Ovni to fulfil a long-standing ambition of sailing across the Atlantic, are very happy with the system and installation. They have yet to need to run the generator in anger, though point out the Oceanvolt throttle control lacks the feel of a conventional unit, even though electric car manufacturers have solved this issue.

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Yachting World is the world’s leading magazine for bluewater cruisers and offshore sailors. Every month we have inspirational adventures and practical features to help you realise your sailing dreams.

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The post Ovni 430 review: new interpretation of a successful concept appeared first on Yachting World.

Designed for extended remote cruising including a circumnavigation, OC188 is six months into its aluminium construction at alloy experts KM Yachtbuilders in Makkum. Its experienced owner wanted an easily handled yacht with good performance together with the volume that could accommodate an owner’s cabin and three double guest cabins.

A low aspect ballasted keel with lifting centreboard helps provide the desired shoal draught of 1.4m while giving sailing performance and pointing abilities when lowered to 3.8m. Meanwhile twin rudders help allow for the yacht to lay up safely. The decision between this and a full lifting keel such as aboard Lynx – also designed my Owen Clark – comes down to the added performance benefits of a deeper keel and whether you can live with the keel case in the interior, says Clarke. In this case it was not deemed necessary to impact the interior to that extent, especially as the owners plan to spend long periods of time aboard.

Where Qilak was designed with a tall rig to sail quickly between the far north and south, here that is not so relevant and cruising ease and comfort take priority. The carbon mast has triple headstays to make it easy to move through the gears and set reaching sails.

The OC 188 is a distinctive, purposeful looking design. Standouts include the amount of covered and protected space and the solar capacity on the pilothouse and fixed bimini. The aft cockpit and transom design also looks innovative as it includes a large lower deck to store a solid tender (the owner did not want a garage such as aboard Qilak). Instead the dinghy is launched via an Atlas heavy lift carbon davit, which can mount in several locations. This then leaves an expansive aft terrace for lounging at anchor.

Another key difference over the 15m is to be found in the pilothouse which is large enough to act as the primary saloon for eight guests plus a navstation. The galley to starboard is then split on two levels.
A workshop or multifunctional hold with space for a trail bike can be accessed through the interior or a central cockpit hatch, and there’s dedicated sports equipment stowage plus a large foc’sle that can house a second inflatable tender.

18m Explorer Yacht OC188 specifications

Hull length: 18.35m 60ft 2in
Beam: 5.57m 18ft 3in
Draught: 1.4m-3.82m 4ft 7in-12ft 6in
Diesel: 2,840lt 625gal
Fresh water: 1,520lt 334gal
Waste (black and grey): 1,140lt 251gal
Builder: owenclarkedesign.com

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One thing you should do is take your watch off. If you start looking at your watch you’re going to do your head in!” said Sean Langman, owner and skipper of the diminutive 91-year-old Maluka. He’d been asked, just days prior to competing in the 50th edition of the Rolex Fastnet Race, how best to approach an ocean race in a boat of this nature.

Langman, who still races Sydney Harbour 18ft Skiffs and has competed in the Rolex Sydney Hobart Race in supermaxis, knows better than most the importance of changing mindset when switching from super fast grand prix yachts to a gaff-rigged classic.

“The goal is to just keep her trundling along. Don’t try and sail too high, just keep getting water under the keel and staying on a making leg,” he says about racing Maluka, which typically sails at much the same speed upwind as downwind.

As the smallest yacht in the 2023 race at 30ft (9.01m) – and indeed the oldest boat to complete this famous ocean race – Maluka boxed well above her weight, dealing handsomely under two reefs and a staysail with the first day’s brutal upwind conditions and going on to win IRC Division 4B.

Maluka’s pace is modest at best, and when Langman answered a journalist’s question some years ago on how she’d sail when up against a super maxi like Wild Oats XI, he answered: “We can go about five to six knots into the wind, whereas a boat like Wild Oats XI may do 10 or 11 knots. With the wind behind us we may still do about five knots, yet they may be doing 25 knots!”

Maluka was built in 1932 for the Clark brothers, wealthy graziers from New South Wales, who used her to cruise Australian waters extensively. They enjoyed many adventures, including a successful voyage from Sydney to Hobart (after an earlier attempt saw them being blown onto rocks), some 10 years before that challenging passage became today’s renowned race.

Maluka competing in the 2022 Rolex Sydney Hobart Race. Photo: Carlo Borlenghi

An emotional attachment

The yacht was conceptualised by amateur yacht designer Cliff Gale, assisted by naval architect AC ‘Archie’ Barber. He was also the designer of Rani, the first winner of the Sydney Hobart race in 1945, and ‘the unsung hero of Australian yacht design’, according to Langman.

Maluka’s distinctive raised deck design and robust construction in Tasmanian Huon pine led to a series of similar designs during the 1930s, collectively known as the Ranger class. A number of these still race regularly on Sydney Harbour.

For Langman there is a strong emotional tie to this class, as his father owned a Ranger called Vagrant, built a year after Maluka, which he sold when Langman was 12.

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“I cried for a month and said I’d get it back one day,” said Langman. At the age of 30 he did just that, and restored her to her former glory. Vagrant still sits on a mooring off Langman’s Noakes Boatyard in Sydney.

“I look at her and say to myself: that’s all I really need. The other 37 boats I’ve had probably were a mistake!”, says Langman with a laugh.

Maluka was in a sorry state when Langman purchased her in 2005, subsequently restoring her from top to bottom with the team at his yard, over an estimated 10,000 hours.

The planking and decking were kept and reused, but to meet the stringent American Bureau of Shipping scantlings that Langman wanted to achieve for racing the Rolex Sydney Hobart Race, he tasked renowned naval architect Andy Dovell with the required engineering.

The cockpit was too large and deep, so the raised deck was extended one frame further aft and the cockpit sole was raised, resulting in one unplanned upside,

“It opened up these massive aft bunks – just glorious” says Langman with a big smile. “It’s now got a 9ft long quarter berth with a very thick cushion. And I bought new pillows!

“The rule actually pushed the boat into a place to make it much better. She’s a little truck now, she’s very strong.”

Sean Langman (left) and some of his crew shortly before this year’s Rolex Fastnet Race start. Photo: Crosbie Lorimer

Langman’s commitment to the traditions of classic yacht building is also matched by a practical approach to the use of contemporary design elements which make the boat more user-friendly and comfortable to race.

Notable among these additions is the recent replacement of the boat’s engine with a lighter and smaller Nanni 3.8 diesel engine. The mainsail sheet now has a winch pedestal, while the sails and rigging have been redesigned to allow a more effective combination of headsail and spinnakers. A babystay allows her to be sailed triple-headed.

The wood-like painted spars disguise a carbon fibre mast and an aluminium boom. Note the winches and cleats at the mast for the main halyard and reefs. Photo: Crosbie Lorimer

The Doyles/McDiarmid sail wardrobe is modern in its intent too, with three downwind sails comprised of a Code 0, an asymmetrical and symmetrical spinnaker. Headsails include a yankee, working jib set on the end of the bowsprit, staysail and storm jib.

Although none of these contemporary additions seem to impinge in any way on Maluka’s classic looks, there are some aspects of a boat of this vintage that simply can’t be updated.

“You know you’re sailing when you’ve got to put a block and tackle on the tiller to change direction in heavier airs. not because it’s got weather helm, but because there’s no balance in the rudder,” says Langman.

Original charm

With the exception of the necessary modern navigational equipment and instruments, Maluka’s interior retains its original character too. Traditional lanterns, a brass-cased barometer, hardwood timber cabinets, various race winning plaques, a white-painted, planked timber deckhead and round portholes all lend Maluka’s cabin the air of a reassuring and cosy retreat when the conditions get challenging on deck.

RORC worked with the Maluka team to consider if the jib set at the end of the bowsprit could be considered a flying jib (as per traditional working boats). In the end it was deemed a working jib. Photo: Crosbie Lorimer

The only practical way for Maluka to be transported to Europe for the Rolex Fastnet Race was aboard a ship that was carrying two New Zealand Navy vessels being sold to the Irish government and delivered to Cork. The result was that Maluka sailed a large part of the Fastnet Race course in reverse to reach the Solent from the south coast of Ireland a week before the race.

Langman said they drew a number of helpful lessons from that journey, but the most significant learning for the skipper was: “It’s perfect for small draughted boats in this part of the world. There are many beautiful rivers and they all have beautiful English pubs. I’ve had a great time!”

The eclectic selection of acquisitions in the cabin – including mounted postcards from Maluka’s delivery journey up England’s west coast – add colour to her traditional interior. Photo: Crosbie Lorimer

A cruise to Iceland is also on the cards. So it’ll be a while before Maluka is back in Australian waters.

When asked why, having competed in fast yachts for years, he has returned to racing a classic yacht, Langman turns philosophical for a moment.

“I think a lot of what it’s about is the inner child. It’s where you started and for me this is where I cut my teeth, sailing these boats with my dad. It’s gold! Pure joy, that’s what it’s about.”

A shot from Maulka’s past. Photo: Australian National Maritime Museum Collection

The history of Maluka

Maluka was built in 1932 for bachelor brothers, William and George Clark, who wanted to enjoy their retirement from farming. After first using her to potter and fish round Sydney Harbour they started to plan more adventurous cruises. One early photo shows her in an idyllic anchorage up the Hawkesbury River north of Sydney.

In 1933, they spent five months sailing to North Queensland, encountering heavy weather that proved Maluka’s seaworthiness and gave them confidence to go even further. So in 1934 they sailed to the remote Lord Howe island in the Tasman Sea.

Their third voyage didn’t go well. While sailing south of Eden after Christmas in 1935, they encountered a southerly gale. The three crew hove to for days, eventually lashing the tiller so they could go below and rest.

What they didn’t realise is that the strong current had been sweeping them south along the coast of Victoria and in the early hours they grounded off Cape Conran.

A series of waves pushed them higher over the rocks until Maluka came to rest, high and dry, on her starboard side, clear of the waves and with relatively little damage.

Maluka specifications

LOA: 9.01m / 30ft 0in
Beam: 3.18m / 10ft 5in
Draught: 1.71m / 5ft 7in
Mast height: 9.10m / 30ft
Displacement: 7.5t / 16,535lb
Mainsail: 46m2 / 495ft2
Downwind sail area: 130m2 / 1,400ft2
Upwind sail area: 69m2 / 742ft2
IRC Rating: 0.868

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A luxury yacht meets a rugged trawler-style motorsailer, all wrapped in a purposeful explorer look in this MCP 68 from Brazil. Hull numbers two and three are being delivered this year and the fourth is in build.

The family run yard, headed up by Damien and Manoel Chaves, has been building aluminium sail and motor yachts for over four decades, “which are sailing the world from south high latitudes (Ushuaia and Antarctica) to the warm and shallow anchorages of the Brazilian coast and the Mediterranean seas,” says Damien.

The MCP 68 is built with an aluminium hull and a low density composite superstructure to keep weight down. The modern design with beam carried right aft helps create a powerful hull, while also creating room to house a large tender garage at the stern.

Solid superstructure protects the large centre cockpit on the MCP 68

The prominent arch may look like a spoiler from a 1990s rally car, but incorporates a hydraulic crane to lift the dinghy. A hydraulically-powered retractable mechanism swings the keel and allows it to act as a shock absorber to lift in case of impact. It’s designed to take up minimal space, yet provide a shallow draught of under 2m.

A key feature is the full protection provided by the solid superstructure for the large centre cockpit, deck saloon and pilothouse. This leaves accommodation and engineering within the hull. As well as the forward and/or aft king size double master staterooms, guest double cabins also have good privacy, accessed each side via their own companionways amidships.

Watertight alloy bulkheads surround a walk-in engine room with standing headroom, and there’s the type of ventilated electronic technical area you’re more likely to find on a superyacht.

The fourth 68 in build is for a European client and MCP hopes to present it at the Cannes yacht show in autumn 2024.

MCP 68 specifications

LOA: 20.80m / 68ft 3in
LWL: 20.80m / 68ft 3in
Beam: 5.50m / 18ft 1in
Draught: 1.9-4.15m / 6ft 3in-13ft 7in
Displacement: 32,900kg / 72,531lb
Fuel: 2,640lt / 581gal
Water: 2,370lt / 521gal
Builder: mcpyachts.com

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Clear the headland three miles south of Guernsey’s St Peter Port and the depth and conditions can change abruptly, as you transition from sailing around tidal banks into the English Channel proper and realise there’s suddenly nothing between you and 2,000 miles of North Atlantic swell. This became quickly apparent as we headed out on a reach, the Spirit 72DH Gwenyfar II in full stride at double figures, and I noted the rapidity with which the waves were building.

These soon became 3-4m ocean rollers, as thick as they were tall but with a goodly period between each crest. The Spirit took it effortlessly, the motion kind enough to become quite addictive. Heeled over at full waterline, her spoon bow cut through the swell and speed remained steady. When we then tacked and had the swell on our quarters she remained well behaved, just more sporty, the lightweight side of her modern spirit of tradition build coming into play.

It was a performance as graceful and intoxicating as her bewitching looks.

While it was the performance and handling which really transformed this yacht in my eyes, it’s no doubt the aesthetic attributes that will put the majority under a Spirit’s spell. A Spirit’s looks have long been their talking point – you don’t twice get to be a Bond yacht based merely on practical merits. The Ipswich yard has since found a sweet spot in this larger size range, in particular this Spirit 72DH design, for which it is currently building its third hull. While it still allows for plenty of flexibility with interiors, having the design and engineering in place creates a known base, a yacht which the yard knows it can reproduce to the highest standards.

The Spirit 72DH is also designed to appeal to a broad spectrum of experience and sailing preferences, with systems and layout options that allow for a paid hand. The deck layout is deliberately uncluttered, while intuitive push-button hydraulics and a tidy winch layout help make it manageable with a small number of crew.

The first example, Spirit of Anima, launched a year ago, is used for Med family cruising and charter and has a bright, modern interior with separate crew cabin. This second is more classic Spirit in style inside and lets the craftsmanship reign. It’s a dual-purpose boat, designed to be competitive with a full race rig and sails, yet be capable of both comfortable local cruising and an Atlantic circuit. And the third is a cross between the two layouts but reportedly with a starkly different interior finish.

The 72DH at full pace, upwind. Photo: Waterline Media/Spirit Yachts

All in the eye

Despite their different visions, the proud owners of both the first two Spirit 72DHs have talked of how their yachts share an inherent ability to relax them when on board.

In fact, as we made our way down to St Peter Port, it quickly became clear the owner of Gwenyfar II is infatuated with his yacht, despite having owned a Spirit before (a Spirit 63DH). He’d already moved the boat out to a neighbouring anchorage that morning, perhaps because we may have struggled with the depth over the marina sill. But maybe, I wondered, because first impressions and the ability to see a yacht’s lines really count, particularly when the sheer – the line it all started with for this owner – is so important.

I have rarely met someone so passionate about his yacht. We sat together in the whisky drinking armchairs in the saloon, as he pointed out the details and features, the fixtures and finishes, even the movement, smell and noise which brings this timber creation to life. It appeals to all the senses.

In particular, he wanted the finish to be kept minimal to expose and highlight the woodwork artistry. The hull’s sipo ringframes and yellow cedar planking are displayed wherever possible. So this yacht is very much in line with the original Spirit ethos, with an oyster white hull, gleaming mahogany brightwork and this uncluttered architectural interior. Or is it? While the majority of Spirit owners have raced as well as cruised over the yard’s past 30 years, Gwenyfar II’s owner wanted to turn the dial up on the yacht’s competitive ability.

Under spinnaker the Spirit 72DH proved engaging to sail at a variety of angles and sea conditions. Photo: Waterline Media/Spirit Yachts

Five years ago his Spirit 63DH stole the show at its Southampton debut, a yawl which was commissioned purely for cruising. Having owned a handful of thoroughbred cruising yachts until that point, he the got the taste for racing. The first Gwenyfar (meaning ‘white spirit’ in Welsh) was not set up for that nor easily modified, so a longer, comparatively lighter and faster Spirit beckoned.

‘GII’, as she became affectionately dubbed, needed to be a dual purpose boat. “She is built around the capacity to race, look good and go fast, and then transform to cruising,” the owner explains.

The rig is pivotal to achieving this. The high modulus carbon Hall Spars mast is super clean, with just one VHF antenna and the mast wand permitted, and sports a Park Avenue boom and EC Six carbon rigging. And then there are the sails – stacks of them – all built by OneSails. She carries a set of white heavy duty radial cut HydraNet sails for cruising (which we sailed with) or a full wardrobe of black 4T Forte composite race sails. In the words of skipper Simon Hughes, “we were allowed to go to town with the rig and sails”.

A carbon spinnaker pole helps allow for a range of symmetric spinnakers, plus there’s a remotely controlled high speed padeye for a Code 0. A removable inner forestay rigs to a padeye on the forward watertight bulkhead, and provides the option for a soft hanked staysail to help reduce the sailplan centrally in the most efficient manner. “The staysail makes a big difference,” says the owner, adding: “We had a storm jib up for 10 days on our return trip across the north Atlantic on GI.” Another neat feature is the extra track which extends into the mainsail track to allow a storm trysail to be rigged.

Hughes helped skipper the previous 63DH, particularly on long passages, and was instrumental in the commission of the Spirit 72DH with regards to the rig, systems and electronics. He also helped put together a friendly race crew, some of whom joined us for our sail.

Signature styling: low, curved deckhouse with integrated fan windows on top helps provide light and space inside.
Douglas fir decks and gleaming brightwork make for an elegant deck. Photo: Waterline Media/Spirit Yachts

With full main set and genoa unfurled in 15-19 knots north-westerly we set out at pace in the flat water between Guernsey and Herm. Reaching off to the south we were soon into that impressive ocean swell, making 9.5-10 knots at 110º to the apparent wind, with waves heading across our starboard bows.

Pleasure sailing the Spirit 72DH

There were nine of us in the cockpit and I wondered why so many were aboard. But it was during that first leg as we hit open water and I caught their collective expressions of unmasked joy that it dawned on me – they were coming out for the sheer pleasure of sailing this yacht (granted, it also gave us the option of flying a spinnaker).

This deep cockpit provides security. The Spirit has the length and shape to handle those conditions with ease and carries her way through the waves, putting you at ease. I imagine it would have felt distinctly different out there on a smaller, flightier yacht with modern full bow sections.

While the Spirit 72DH’s cockpit benches are really wide and may be better suited for sun lounging than sitting comfortably, the vertical coamings allow you to sit up high and from here or the helm there is good visibility forward over the low deckhouse.

To be as rewarding to sail in both directions is rare. Photo: Waterline Media/Spirit Yachts

As we tacked to reach off back towards Sark, I appreciated the ability to control the main easily from the wheel. The speedo, which had varied between 8.5-9.5 knots depending on the tide when fetching, rose to double figures when broad reaching and hit 11.5 knots with wave assistance.

The Spirit 72DH boasts good balance and communication. While I’ve enjoyed sailing many Spirits on the breeze, it’s rare to find a design that’s as rewarding to sail in both directions. The large mahogany wheel, sunken into a well in the cockpit sole, is directly linked to the carbon blade and stock via chain and wire. I preferred to sit to windward at heel, straddling the wheel with a foot braced on the pedestal, as it’s a bit of a stretch to see the telltales from within the cockpit to leeward.

The aft winches are dedicated to the mainsheet, the central winches for the spinnaker and the forward ones for the jib or guys, with the latter kept manual to avoid over tensioning. The hydraulic Cunningham, vang, backstay and outhaul are all controlled on a pushbutton panel by the mainsheet trimmer/winch or on a remote control. A hydraulic cylinder under the cockpit bench moves the traveller, and the helmsman can easily reach the controls for this and the mainsheet winch. The central winches also have foot switches so the kite trimmer can stand and trim. Halyards, meanwhile, all exit at the mast base on to two powered winches each side on GII, including a high speed three-speed model.

We plugged in the masthead spinnaker in the Little Russel channel and squared the pole back so the big white kite could pull us along at graceful 9 knots (up to 11 knots SOG) in 16 knots, running at 160°apparent. It felt like a timeless classic yacht scene, yet it was also clear to see how such a sail could be handy when racing in these notoriously tidal waters, as it allows you to run so much deeper. But it does need many hands to get it up and down!

The wheel is crafted from sipo, as is the binnacle, which has instruments flush mounted. Note the traveller track and mainsheet controls each side, plus the displays set into the deckhouse windows. Photo: Waterline Media/Spirit Yachts

We dropped the kite through the companionway as it started to get lumpy in the larger swell, with Hughes proving an expert influence, calmly directing proceedings.

Decks are kept particularly clean with the aid of removable padeyes. In its continued search for a teak replacement, Spirit has tried Lignia decks and is currently using Douglas fir, traditionally favoured for its straight grain, which looked like a commendable alternative on GII.

The guardrails are also removable for classic style racing. Handrails had yet to be fitted on the coachroof but were due to be added before the Southampton Boat Show debut. Even so, the side decks are narrow by the deckhouse and have a camber to them which makes it a little unnerving moving forward.

A retractable bow thruster is offset to port and uses a neat 48V pancake motor Lewmar adapted to fit the boat’s sail locker. The starboard side of this locker is large enough for the trysail, staysail and spinnaker. Meanwhile, two lazarette lockers under the aft decks form the bulk of the deck stowage. There’s enough space for a couple of spinnakers on one side and a F-Rib tender to the other, while both feature useful outboard trays for spare lines.

Huge, deeply fiddled central work surface of the galley forms a social heart. Photo: Waterline Media/Spirit Yachts

Tranquil experience

The fun of sailing this yacht is arguably matched by the pleasure of just being aboard. Whether gathering for drinks in the cockpit, socialising around the galley or soaking up the peace in the saloon, it is a boat you are happy to linger on.
‘Tranquil and simple’ was the brief for the interior. Gwenyfar II is designed to be at anchor in this part of the world. The owner has no interest in Med sailing – he might do a Baltic and Caribbean season, but otherwise it’s for local cruising and racing.

Other than the aesthetics, it’s the layout, particularly in the deckhouse, and the attention to detail that stand out. Typically a deckhouse may accommodate a pilot berth or raised navstation. Here it forms the social heart of the boat, a galley area around which people can congregate as they would in a modern home, and still provides a proper chart table with views.

The signature fan windows built into the deckhouse pour natural light over the galley, the traditional butterfly deck hatch does the same for the saloon, adding ventilation at anchor too. And the lighting, including indirect and subtle uplighting, helps celebrate the planking.

Obviously there are compensations that need to be made with a classic shape with long overhangs. So they haven’t tried to pack in the accommodation; instead, the three cabins are inviting and well appointed. The question for prospective owners concerns how much they want to sail with a paid hand and whether to accommodate them in these cabins or in a separate crew cabin and thereby lose some valuable deck stowage.

A practical chart table to starboard. Photo: Waterline Media/Spirit Yachts

The overhangs also restrict mechanical space. So the engine is contained under the galley unit as its shaft exits the hull in front of the companionway steps. This helps centralise weight, while the layout around this engine bay and the tanks each side of it has been done intelligently. A day tank gravity feeds the engine, while the fuel filter and manifolds are easy to access quickly.

Smart details are numerous, while behind the scenes and in the bilges everything is sealed and finished properly, down to wooden trays below the fuel filters to prevent any diesel drips fouling the locker. A surprising niggle then is the lack of soft closing mechanisms on drawers and lockers.

The items that can be removed, such as crockery and cutlery, have all been designed to lift out easily in one unit. When racing, the companionway doors fold away flush, the galley taps are removable and the whole area is protected by custom covers, allowing the crew to pull spinnakers down through the companionway without fear of damaging the woodwork.

GII has the larger galley option. To stand looking out at a horizon view through the deckhouse windows while making a brew or preparing food is special. Watch our full video to see all the details and features such as the customised knife drawer, the marinised Miele induction cooker and a bespoke tea tray for kettle and mugs which fits neatly into a locker.

Directors’ chairs can join the saloon table to help seat 10, with stowage for them in a locker below the bulkhead cabinet. The two comfortable leather armchairs, separated by a lift-top cabinet for the single malts, are the choice place to sit and admire the structures. Spirit used carbon fibre to help support the highly loaded areas, which helped shave 1,200kg in stainless steel around the ringframes.

The spectacular forward master. Photo: Waterline Media/Spirit Yachts

Another two reading chairs in the forward master cabin offer privacy, and there is also a writing desk with fold out mirror to help it double as a vanity table. The owner points out the marquetry and neat pen stowage built within:
“I didn’t ask for it but Spirit takes it upon themselves to go the extra mile.”

At 6ft 3in he has full standing headroom up to a double berth, which can be separated by lee cloths when cohabiting with other crew. Otherwise furniture was deliberately kept to a minimum. No full wardrobes for example, just half height lockers and deep drawers. The ensuite is a good size, with rainfall shower, low wattage towel rail, and a bevel-edged mirror neatly set into the front face of the locker.

The excellent navstation has good visibility of the sails and a nice mix of modern and traditional systems. There is touchscreen control for the C-Zone digital switching plus a manual switch panel for primary systems. GII also has a full B&G H5000 racing system, the 12in Zeus touchscreen for which can double as the house computer.

Power management is based around Victron’s Quatro smart inverter charger, which specialises in distributing power when and where needed, says Hughes, in this case from the 1,000Ah lithium battery bank (below the forward saloon berth). It also helped enable the choice of a more compact genset below the companionway.

The identical aft cabins both have generous ensuites with separate showers. Photo: Waterline Media/Spirit Yachts

GII’s traditional fossil fuel based system seems noticeably at odds with Spirit’s recent launches and drive for renewable power. The yard has recently produced a foiling electric motorboat, the extraordinary 111 Geist with electric drive, and a 65 and 68 with hybrid drives.

“We probably wouldn’t even do a 44 or 52 now with a diesel drive,” says marketing director Helen Porter. However, those doing ocean cruising still tend to choose more traditional power systems.

The ‘row away factor’ of the Spirit 72DH is significant. Photo: Waterline Media/Spirit Yachts

Spiritual world

The Spirit 72DH is the definitive modern classic. It has gorgeous traditional lines mixed with modern materials and appendages to make it relevant, fun and practical today, and crucially the layout and systems to make it repeatable. GII is also used just as the classic gentleman’s cruiser once was, when owners raced with friends or crew who valued the experience of sailing such a yacht, then cruised with family or friends.

The true spirit of this Spirit design is all about how it affects you personally. For me the 72DH shone from behind the wheel at sea. From past experience a Spirit revels in flat water, but going through, across and with an Atlantic swell showed this yacht has special qualities. For Gwenyfar II’s owner it’s all about how it made him feel.

That’s what the beauty of wood and Spirit’s master craftsmen and women bring: lines you’ll never tire of, joinery that calms you and that added quality that gives the yacht a soul.

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Nautor’s latest model – billed as being the first in the yard’s new Maxi Swan era – was launched in June this year and underwent sea trials in Finland’s Gulf of Ostrobothnia, ahead of the Monaco Yacht Show (September 27-30).

The yacht is the result of a collaboration between naval architect German Frers, interior designer Misa Poggi, and Lucio Micheletti who was responsible for exterior styling. The first images emphasise stunning sleek lines and a powerful twin-rudder hull shape, with a wide transom and soft chines aft.

Hull and deck are of full carbon, while the four spreader rig sets a near 350m2 (6,977ft2) of upwind sail area. Yet the high form stability hull is designed to limit heel angles to under 20º, even when close-hauled, for comfort at sea. Two principle keel options are offered: a fixed 4.9m (16ft 1in) draught fin, or a telescopic keel with 3.4m draught when raised and 5.2m lowered.

Hull No2 is already under construction.

Swan 108 specifications

Hull length: 33.0m / 108ft 3in
Beam: 7.55m / 24ft 9in
Draught (std keel): 4.90m / 16ft 1in
Displacement: 83,000kg / 184,900lb
Builder: nautorswan.com

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Those who followed the early stages of this year’s Rolex Fastnet Race will surely have been intrigued by how well the front runners in the Class 40 fleet appeared to handle the brutal wind against tide conditions that caused problems for a lot of other boats. Conventional wisdom has it that a slim, narrow hull is ideal for sailing upwind in a blow. Yet the recent Class 40s carry their immense beam well forward of the mast, with a bow that’s closer to a square shape than a conventional point.

However, when heeled these boats present a relatively narrow immersed section that doesn’t slam into a head sea with the intensity that the flat saucer-like hull might suggest. At the same time they have enormous righting moment, which gives power to punch over big waves and reduces the total time spent sailing to windward. This stability is also an important factor in the boats’ behaviour in strong gusts: an increase of wind that would have many of the rest of us scrabbling for another reef is often handled simply by depowering the top of the mainsail with a bit more twist.

Although this hull form has only been in existence for little more than a decade, since David Raison won the 2011 Mini Transat in a boat of his own design, it has quickly gained traction across the Mini 6.50, Class 40 and IMOCA 60 fleets. It’s now increasingly appearing in designs for cruising yachts, which also have potential to offer considerably more internal volume than other vessels of a similar length.

Skaw Paradise

The Skaw Paradise is a very beamy 11.3m foiling scow bow cruiser with its roots firmly in the racing scene, but with the concepts reworked to produce an ultimate cruiser. Skaw CEO and founder Benoit Marie is also technical director, coach and co-skipper (when racing double-handed) for Caroline Boule, who’s notched up a string of impressive results in the Mini 6.50 class this season in her full flying Sam Manuard-designed Nicomatic.

Marie co-designed the Skaw Paradise with naval architect Clément Bercault of Berco Design. “We could not find any boat on the market suiting our needs, so we started designing our own perfect boat,” he says.

“It’s one to take our friends and family around the world to unseen places, in the safest, easiest and fastest manner.”

The Skaw Paradise differs to Nicomatic in that it has fully retractable C-foils that are intended to act like motion dampeners, giving a smoother ride, while also increasing both stability and speed. While much is borrowed from the racing world, this boat has been simplified as much as possible, so it’s not complicated to sail.

SailScow 37

Much of the drive towards scow bow cruising yachts is driven by top level racing sailors. Armel Tripon, who raced the then radical Sam Manuard-designed IMOCA 60 L’Occitane de Provence in the 2020 Vendée Globe, has lent his name to the SailScow brand that’s working on a range of four designs from 28-42ft.

“The hull I was able to test racing around the globe delighted me,” says Tripon. “I can easily imagine myself cruising on a scow to take full advantage of the sailing performance, the ease of passage through the sea and the incredible comfort at anchor – I can’t wait to try it out.”

The first SailScow model is a 37ft cruiser designed by Gildas Plessis, a strong advocate of this hull shape. It’s primarily of marine ply and epoxy and offers a step change in internal space compared to other yachts of this length. Options include a four cabin layout, with two doubles forward, both with rectangular beds, while aft there’s a further double, plus a twin cabin with bunk beds. Alternatively there’s space for a giant owner’s cabin forward, plus one aft double port and a generous technical and stowage area to starboard.

VPLP Fast Cruising Scow

PLP’s carbon Fast Cruising Scow is a 40ft concept that aims to maximise both performance and comfort. It has a covered and glazed saloon/cockpit area like those found on cruising catamarans. On the same level as the working areas of the cockpit, it provides shelter from sun and water both when used as a dining area and as a watch keeping zone on passage.

Air draught a fraction over 20m (67ft) helps provide a big rig that will produce plenty of power, while retractable foils will reduce heel angles thanks to the righting moment they generate, at the same time as cushioning the passage of the boat through waves.

Mojito 30

Breton yard IDB Marine was one of the forerunners in producing a cruising boat based on a scow bow design. The Mojito 650 uses the same extreme scow bow hull as the phenomenally successful David Raison-designed Maxi 650 that won the series division of the last Mini Transat race, taking five of the top nine places.

The Mojito 650 is a detuned boat with a new coachroof that gives a panoramic view, plus a six-berth interior with a full-size rectangular double bed forward. There’s also plenty of stowage and all that’s lacking compared to many significantly larger craft is standing headroom and a separate heads compartment. A smaller and simplified rig compared to that of the Maxi 650 makes this an easy boat to sail and a lot less tweaky than the original, yet it’s still one that will happily plane at speeds well into double digits and hold its own upwind against boats 10ft longer.

RM 1080

La Rochelle-based RM Yachts has been forging a different path to mainstream yards for more than 30 years with its range of distinctive fast plywood/epoxy performance cruisers. The latest model – a sixth generation RM designed by Marc Lombard, is directly influenced by today’s raceboats, with the aim of producing a spacious, fast and dry 36-footer that can cover long distances at fast average speeds.

“It offers greater safety, more interior and exterior space and greater ease of movement,” says lead designer Eric Levet. “The hull is powerful and voluminous but not excessively so at the bow, for a good passage through the waves.”

The first example is scheduled to start construction in January next year and is expected to be afloat in July 2024.

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