Banque Populaire XI isn’t just any boat; it’s a floating testament to the bleeding edge of sailing technology, designed for record-breaking speeds and gruelling ocean races. Sam Goodchild, fresh from the 2025 Rolex Fastnet Race with the Banque Populaire team, offers a unique perspective on what it’s truly like to sail one of these magnificent foiling multihulls.

From the central cockpit, Goodchild highlights the surprising simplicity of the control station, dominated by handles that manage an extensive hydraulic system. Unlike traditional yachts and in keeping with the developments we’te seeing in top level foilers like the Ultimes there are remarkably few ropes here, as much of the power is routed through hydraulics.

This setup allows for a highly efficient crew operation: one person at the helm, a pit manager overseeing the intricate hydraulic maneuvers, someone dedicated to navigation, and four crew members tirelessly working the handles. Goodchild explains the sheer physical effort involved, noting that a single tack—which includes deploying and retracting foils and rudders—can require 10 to 15 minutes of continuous handle winding, pushing vast amounts of hydraulic oil.

We also get to see the fascinating details of the foiling system, including the crucial daggerboard flap control in the middle of the boat. This mechanism, akin to a traveller on a conventional yacht, allows the crew to precisely adjust the boat’s heel and so righting moment, a critical factor when rocketing across the water at 40 knots.

Article continues below…

Rolex Fastnet Race: SVR-Lazartigue first to finish after 35-knot run home

The first boat to finish the 2025 Rolex Fastnet Race is the Ultime SVR-Lazartigue, which won multihull line honours this morning,…

Fastnet 2025: first Ultimes round the Rock… and light the afterburners

The leaders in the 2025 Rolex Fastnet Race have rounded the Fastnet Rock after 1 day and 4 hours of…

Sailors on Banque Populaire XI often steer to leeward, allowing them to directly observe how the foils are performing and make immediate adjustments. For single-handed or short-handed sailing, a sophisticated autopilot is on hand.

There are foot releases for the mainsheet and controls for canting the rig (tilting the mast 6 degrees to leeward before a tack), emphasising how these innovations allow for speedier depowering and enhance safety. Despite their immense power, these foiling machines sail remarkably flat, making capsizing less likely.

A crucial component of the Ultimes are the aerodynamics that dominate the boat’s design, from the cockpit’s fairings to the minimal on-deck activity when the boat is flying at speed. Goodchild showcases the challenging exit from below deck through narrow aero fairings, highlighting the extreme measures taken to reduce drag.

He also touches on the practicalities of sail changes and general checks that still require venturing onto the trampoline and foredeck.

Reflecting on their recent Rolex Fastnet Race, Goodchild notes that Banque Populaire XI achieved an average speed of around 35 knots on the return leg from the Fastnet Rock.

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The first boat to finish the 2025 Rolex Fastnet Race is the Ultime SVR-Lazartigue, which won multihull line honours this morning, Monday 28 July, crossing the line at 0438 (BST) this morning after 1 day, 17 hours, 18 minutes and 4 seconds of racing.

Less than hour later, at 0523, Banque Populaire XI, skippered by Armel Le Cléac’h, finished in second.

On the dock in Cherbourg, the two crews were visibly drained, the race having been both mentally taxing and physically demanding for the six and seven-man teams on the 100ft trimarans.

“I think all of us are quite tired from grinding with a lot of manoeuvres,” said Kiwi America’s Cup helmsman Pete Burling, who had joined SVR-Lazartigue for the race, with typical understatement.

“Everything is obviously quite big as well. It takes a lot of work, but it was an awesome ride.”

SVR Lazartigue celebrate arriving into Cherbourg as multihull line honours winners in the 2025 Rolex Fastnet Race. Photo: Paul Wyeth/RORC

SVR-Lazartigue Fastnet double winner

For SVR-Lazartigue this is an impressive back-to-back victory, having also taken line honours in 2023.

This year’s team was made up of co-skippers Tom Laperche and Franck Cammas, sailing with Amélie Grassi, Antoine Gautier, Emilien Lavigne, as well as Burling.

In 2023 the blue foiling trimaran set a new course record of 1 day, 8 hours, 38 minutes, and 27 seconds. This year conditions were considerably slower, and even the foiling Ultimes were – relatively speaking at least – crawling upwind at sub-10 knots on the approach to the Fastnet Rock.

However, once the Ultimes rounded the Fastnet Rock – SVR-Lazartigue at 1622 (BST) on Sunday 27 July, second-placed Banque Populaire XI just over an hour later – they were able to hit warp speed, immediately bearing away at speeds of 35-37 knots.

SVR Lazartigue skipper Tom Laperche talks to the media in Cherbourg at the finish of the Rolex Fastnet Race 2025. Photo: Paul Wyeth/RORC

First home in record fleet

Four Ultime trimarans were among the 444 boats which made up a record sized fleet to start the 2025 Rolex Fastnet Race on Saturday, 26 July.

With a larger than ever fleet, and a start area packed with spectator craft, negotiating a safe exit of the Solent was critical.

“Franck and Tom did a really good job getting us to the start line nicely. We didn’t have too many boats to interact with on the way out to Solent, but a lot of tacks,” explained Burling.

“Everything takes a lot of energy to do. We peeled from J1 to J2 to make the tacks a little bit easier and then had a really good trip out.”

“I didn’t count, but we did lots of manoeuvres,” recalls Laperche. “A lot of tacks, lots of board up, board down, foils, sail changes too.

“In the Solent, we only have, I don’t know, seven minutes between two tacks. We are six onboard and with a very good crew, so it was okay. But one tack is at least 10 minutes.”

First boat home in the 2025 Rolex Fastnet Race, the Ultime SVR Lazartigue, rounds the Fastnet Rock. Photo: Kurt Arrigo/Rolex

2025 Fastnet Multihull winner

SVR-Lazartigue got the best start of the giant multihulls, though it was the smaller MOD70 Argo who initially led out past the Needles. Approaching Lyme Bay on the first evening, by taking a more inshore line SVR Lazartigue claimed the advantage, didn’t relinquish it.

“We took a good decision to go to the shore, to go close to the England Coast,” explained Laperche. “So we managed to cross on starboard with the north-west wind in front of [Banque Populaire].

“We took a small advantage at this time and after that we managed to stay in front. It was difficult because for the longer [run] coming back from Fastnet to Scillies, the wind was better for them, stronger behind. So they came back, they reduced the gap.”

After the TSS (Traffic Separation Scheme) at the Scilly Isles, the Ultime fleet headed north, sailing east of the rhumb-line in order to play the angles for optimum speed, before the final upwind approach to the Fastnet Rock.

After flying around the Rock in a building north-westerly, with flat seas, yesterday afternoon the leading multihulls again able to speed.

“The trip back, really showed what these boats can do. The average speed would have been 30, 35 knots, something like that. Yeah, it was really good fun and cool,” said Burling.

“We had between 15 to 20 knots, very flat water – like we don’t see every day. And the boat flying at 35 knots!” commented Laperche.

Second boat home in the 2025 Rolex Fastnet Race was Banque Populaire XI. Photo: Nicolas Touzé/RORC

Second boat home

Second placed Banque Populaire XI, skippered by Armel Le Cléac’h, chased hard – splitting away from SVR-Lazartigue to round to the north of Alderney on the final approach to the finish.  But in the end, Banque Populaire XI finished 45 minutes behind.

“After a light wind start in the Solent – with way too many boats around for these things! – we managed to get out unscathed,” said Sam Goodhild, who’d joined the Banque Populaire XI crew for the race.

“And then as we left the Solent, I did my first upwind flight, going 30 knots upwind at 50 true, which I didn’t think was actually possible!

“Then we made the big mistake of the race. After Portland, we went offshore and paid hard to the boats that were inshore and basically played catch up from there on in. We had light winds all the way across Celtic Sea with some nasty clouds stopping us. And then a lovely run all the way home going 35 knots average since the Rock.

“The run back was great. I was driving last night when the sun was going down. They’re just amazing boats to drive when you get them all locked in and going – it takes a lot of winding to get there! – but once you’re there, it’s good fun and you’re going 35 plus knots downwind. I think we were over 40 at one stage on a reach.

“So, a good race. Good fun. A shame we lost so much in Lyme Bay, but that’s the game. And well done to SVR,” Goodchild added.

Third was Actual Ultim 4, with Sodebo fourth to cross the finish line.

The post Rolex Fastnet Race: SVR-Lazartigue first to finish after 35-knot run home appeared first on Yachting World.

There are many categories in the European Yacht of the Year awards, from the best luxury yachts to performance yachts. But some of the most hotly-anticipated options come when it is time to choose the nominees and winner in the best family yacht category.

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 for those looking to set out with the whole family in tow.

A trio of the latest key-sized family cruisers from the mainstream production yards was bound to present interesting competition for the 2025 edition of the awards.

Best Family Yachts

Winner of the best family yacht 2025 – Hanse 360

The collaboration between the German shipyard and French design studio Berret-Racoupeau has filtered down the new range to this 360, which inherits the best of its larger sisters. Probably the largest 36-footer on the market, it’s more relatable to think of the Hanse as a short 40-footer.

Key to making it as versatile as possible in this competitive family cruiser sector is to allow owners to adapt it to suit. So plenty of options are offered, which include two or three cabins, one or two heads, diesel or electric propulsion and multiple sail, rig and keel choices.

And yet despite all that beam and volume the 360 still proved to be a pleasure under sail: easy and enjoyable, with no real concentration needed. It’s responsive and offers good communication from the
single rudder.

Granted, the upgraded Epex sails and furling Code sail made the most of the light breeze on my trial, but fellow jury members reported it continues to impress as conditions build, especially when freed-off the breeze a little, and responds well to trim.

The cockpit is generous with good coamings, while the sprayhood provided good protection during a torrential rain storm. The helming positions work and there are tailbags for sheets to keep things tidy. Below decks, there’s so much space in a clever two or three-cabin layout. The test boat had the latter, with a second heads compartment too. To facilitate this, the forward cabin has a compact double, which – although still 1.4m wide – is on a diagonal to help create space for this en-suite. It’s clever and shows how much volume there is throughout (indeed it feels so much larger than the SO350).

Elsewhere, the aft heads is a really good size, including a large separate shower compartment, and the galley can extend in the two-cabin version to include larger refrigeration.

I found it light and voluminous, particularly with the light oak Alpi trim, and a good build and finish quality for the price.

Dufour 44

The Dufour 44 is very similar to its smaller 41ft sister, which launched the year before, but with more space felt throughout. Again it uses Felci’s very voluminous hull shape, particularly in the forward sections. This helps create a vast master cabin which can boast a separate shower and heads, plus the addition of a valuable sail locker. The 44 also provides the option for a utility cabin or home office.

The result is a lot of hull to push through the water, but while testing we saw how this narrow waterline, single rudder design comes to life once the breeze reaches the teens where we enjoyed 8.5 knots under gennaker.
It’s a little cramped in the quarters but this helps buy a huge cockpit in what is a massive boat for its length.

Jeanneau Sun Odyssey 350

The SO 350, meanwhile, is the last in the line to benefit from Jeanneau’s eighth generation upgrades, a Lombard and Piaton design which sees some tweaks over the enormously popular SO 349 (1,200 sold). It’s still available with the swing keel option and is the same length, but extra beam carried aft allowed the designers to incorporate Jeanneau’s popular walkaround side decks. Still offered in the same two or three-cabin layout, the SO 350 is more feature-rich as standard, including folding prop, Corian work surfaces, more wood trim and more opening portlights.

Lombard’s design includes an inverse bow and does away with a backstay to free-up the helms.

Our test boat had the performance pack, with laminate sails, square-top main and flat deck furler. It helped produce enjoyable sailing – nothing electric, rather easy and fun. I particularly enjoyed the leeward helm position with legs extended forward and being able to stand to trim from the side deck inside the high bulwark. A fun, manageable, versatile entry-level cruiser.

Winner of the best family yacht 2024 – Bavaria C46

The Bavaria and Cossutti Yacht Design relationship continues to flourish and produce standout results in its second generation. The C46’s modern, full shape brings vast deck and accommodation space yet manages to do so on a hull which really performs for its size, and rewards the helmsman with direct feedback.

During my trial we had a good mix of conditions and were able to push the boat, a voluminous hull which becomes reactive once the breeze threatens double figures. We were able to press it during a rain squall, hitting 12 knots in 18 under gennaker, and maintained lengthy double digit spells during some enjoyable sporty sailing. Bear in mind this is a single-rudder boat, yet it still didn’t overpower or lose its grip. It’s impressive, especially given the exceptionally low ballast ratio (20%), which shows the reliance on form stability.

“The chine is a bit higher than the C42 and we tried to make the wetted surface as small as possible,” Maurizio Cossutti told me during our trial. The keel is also comparatively lighter, slimmer and deeper for a sporty feel.
It’s clear the German yard has really poured its engineering energy and might into this build – from design to engineering to finish quality, the perceived richness of the C46 stands out (although dressed with over €200,000 of options, this is still no mean feat in a mass production size and brand). So much so that other big yards may struggle to compete.

Dufour 41

You could argue the Dufour 41 does that to some extent, but here the emphasis is slightly more skewed towards volume, while it doesn’t quite match the Bavaria for the overall engineering and finish quality. Felci somehow managed to swell the forward sections enough to allow the Dufour to be the first 40-footer to offer four cabins, including two doubles forward. We then learned in September that Dufour had signed a new contract to supply Sunsail charter yachts, which helps explain the draw of all this extra accommodation space.

The price for this is extra weight. Although equipped with a tall rig, the 41 only becomes reactive once the breeze is up to the mid teens, where it can lean onto a chine and employ its generous form stability. But for those after volume, max deck lounging space and a bright spacious interior for multiple guests, it’s a hard model to compete with at this size (full report in YW September 2023 and online).

Hanse 410

On paper the Hanse 410 should perhaps have challenged the Bavaria more. It’s the latest in Hanse’s new collaboration with Berret-Racoupeau, follows on from the larger sister 460 which won this category in 2022, and shares that appealing modern hull shape. It showed respectable performance and figures, and proved easy to manage short-handed, thanks to the self-tacking jib and winches positioned to hand.

A halyard issue with the mainsail and a tangled sock for the kite curtailed my sail trials somewhat. We also found the cockpit quite busy, particularly the winch layout, although it is nice and deep for protecting its crew. It makes you query why you need two tables on a 40-footer – until you see them lowered to create sun beds, that is!

Stand out features from the interior were the number of stowage solutions, particularly on the two-cabin test boat. Offered as two or three cabins with one or two heads, the former provides a huge amount of stowage accessible from the cockpit or interior. There’s more in the galley and a multifunction space in the saloon, which can be a full length sofa berth, a proper chart table, or a standing desk with storage below.

Beneteau Oceanis 37.1

The Beneteau Oceanis 37.1 is also all about easy sailing and handling, and proved to be a fun, manageable sized cruiser, particularly the First Line option we tried, which increases sail area with a square-top main and flat deck furler. While certainly an accessible yacht, it perhaps comes across as a little basic. This is the last Oceanis in the new generation eight-boat range between 30ft and 60ft, so the focus is more on evolution than the revolution of its early predecessors. Hence the two- or three-cabin interior seemed a little unremarkable when viewed against the opposition.

RM 1380

The same could not be said for the RM 1380, particularly when you step down the companionway – which doesn’t really feel like going below decks on a conventional monohull as it’s so naturally bright in the raised saloon and helps you appreciate your surroundings. So much so it’s more like being on a multihull. The doorways are a little tight, but the double cabins are of good size thanks in part to the generous beam. The standard two-cabin layout has a practical utility space in place of the optional third cabin.

I’ve long appreciated the plywood epoxy technique RM uses for its hulls, together with the powerful form stability Lombard’s design brings. This comes with the choice of keels, including the shoal draught options of a lifting centreboard or efficient twin keels. We tried the latter and the result on the water is in keeping with the sporty looks: it’s an enjoyable mid-displacement cruiser to sail from the aft quarters. Then there’s the superb winch layout, which sees the primaries positioned inboard for use standing under the protection of the coachoof and sprayhood. For offshore sailing the open transom can be closed off with a platform. It’s not perfect, but the RM is intriguing and versatile.

Elan Impression 43

Another memorable interior is to be found on the Elan Impression 43. The rustic knotted oak finish is unique, the only option Elan offers and something the Slovenian yard wanted style gurus Pininfarina to maintain to identify it from the sportier ranges. Personally, I like the strong focus on timber as it helps showcase Elan’s heritage, but appreciate it won’t suit all tastes.

These mid size Impressions are the mainstay of Elan’s sailing range, the family and charter staples for the Med. This Humphreys-designed update has a modernised shape, but retains the older style and the hull rocker to keep a soft, smooth sailing experience. It’s rigged with a genoa or self tacker and two to four winches. Although somewhat unremarkable in terms of sailing performance, it fits its purpose, while the increased aft beam allows for larger aft cabins and a service tunnel between them.

Maxus 35

In an age where we need to focus on making things last, my preconceptions of the Maxus 35 revolved around questioning the need for a lower budget Polish build. Why not just buy a proven second-hand yacht? That said, the Northman shipyard has done a respectable job on this, the largest Maxus yet, in terms of the build and finish for the price. It feels solid throughout, the interior is light and inviting and it is worth consideration as an entry level yacht with reasonable accommodation.

I can also see some appeal of the centreboard design for lake sailing. However there was little to take home with regards to the design or sailing experience, so my conclusions mirror my first thoughts.Best family yacht 2023

Best family yacht winner 2023 – Linjett 39

This is quite possibly the best boat you haven’t heard of. The 39 offers easy, fast family cruising and occasional racing in luxurious comfort and proves that classic needn’t be old fashioned.

Linjett exudes Scandi heritage: a third generation 50-year-old brand, it’s run by three brothers and has built 900 yachts from its Rosättra yard in Sweden, which dates from to the 19th Century. Its business model is based on long production runs – think evergreen rather than trendy. Linjett not only designs, engineers and builds its own boats, but services and maintains them too, with 220 in winter storage. It also now produces the high performance Shogun Yachts in carbon epoxy, which hints at the skill levels of its infusion techniques.

A telling result at sea is how quiet the yacht is. Sturdy and stable, it instils instant confidence and proved a delight to sail. We had some very pleasant upwind beats, pointing high, and some lively reaching, hitting double figures a few times while pushing it under 150m2 gennaker in waves. The Linjett is set up to easily short-hand it too, with two winches and a bank of clutches each side positioned aft in reach of the helm.

The interior is offered with two or three cabins and the latter we saw had an excellent layout, including separate shower/wet hanging compartment aft. Joiner work is first class, with traditional mahogany used as standard, or the more contemporary European Oak on the test boat.

This is a premium yacht, but you get what you pay for. It will surprise most and ensure everyone steps ashore smiling. See our full review next month.

Dufour 37

The Dufour 37 may be shorter than the old 360, but Dufour was reluctant to brand this 37 as smaller because its modern, broadened hull shape has resulted in an enlarged deck space, cockpit and owner’s cabin. Felci has designed a clever hull that sails well with good performance for its (34ft) size. The aft quarters behind the helms feel compact to maximise cockpit size, but proved comfortable enough to sail from. The primaries are in reach of the helm and we liked the lightweight, low friction jib sheet adjusters.

The 37 is offered in Easy (two winch), Ocean (cruising), or Performance versions and with a two- or three- cabin layout. The test boat was the most popular Ocean model, although it had €100,000 worth of optional extras including sails, engine and bow thruster, resulting in an expensive yacht for its length.

Bente 28

For those who recognise the Bente name, we previously featured it in detail in 2015 when it burst onto the scene with an innovative and affordable new 24-footer (around 150 of which have been built in Poland). We then tested its 39 in 2019, a year before the yard then filed for bankruptcy. But it’s now back under new ownership with this really impressive and more refined Bente 28, again by Judel/Vrolijk.

It’s a fun yacht to sail, easy to short-hand, with sprightly performance, especially when reaching. The coachroof is part of the deck structure and proves crucial in providing light, space and headroom below in an ergonomic interior that has been very well thought out.

All in all it’s a great compact, entry-level cruiser, with a practical, well protected cockpit.

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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 Best family yacht: The best yachts for sailing with the family appeared first on Yachting World.

Yachting Monthly’s Theo Stocker and Yachting World’s Toby Hodges have been scouring the halls of Boot Düsseldorf 2025, and after a few packed days at the world’s biggest indoor boat show, they sat down to discuss their highlights. From high-end luxury cruisers to innovative small yachts, here’s what caught their eye this year.

A Show of Surprises

Despite some major absentees—Bavaria, Hanse, Arcona, and Elan among them—Boot Düsseldorf still had an impressive lineup of new yachts and cutting-edge designs. Foot traffic remained strong, particularly among German sailing enthusiasts, and the demand for new boats was evident with long queues to step aboard some of the show’s biggest launches.

Luxury Cruisers Steal the Show

For those looking at the high-end market, there was no shortage of stunning yachts. The Contest 49 and Hallberg-Rassy 69 exemplified premium craftsmanship, while the Contest 63 CS, fresh from winning European Yacht of the Year, drew plenty of admiration. Another standout was the Bestevaer 54, a high-latitude aluminium cruiser designed for serious offshore adventures.

Innovation in Bluewater yacht Design

One of the most talked-about boats was the Hylas 42, an unconventional centre-cockpit cruiser with an enormous aft cabin and distinctive gull-wing-style access to the cockpit. The design challenges conventional bluewater cruiser layouts, proving that innovation is alive and well in the sailing world.

Affordable Fun: Small Yachts Making a Comeback

At the other end of the spectrum, there was a clear trend toward smaller, more affordable yachts, appealing to single-handed and double-handed sailors. The Beneteau First 30 stood out as a true ‘planing cruiser,’ blending performance with a minimalist yet comfortable interior. Built in collaboration with Seascape, this lightweight yacht promises speed and fun at an accessible price point.

Other noteworthy small yachts included the Maxus 31, offering swing, deep, and shallow keel options for under €150,000, and the Bente 28, a stylish and practical performance cruiser. Swallow Yachts’ Bay Cruiser 21, fresh off a European Yacht of the Year win, showcased clever engineering, water ballast, and an ultra-light carbon mast, making it an excellent choice for weekend cruising.

Multihulls with Serious Speed

On the multihull front, the new Dragonfly 36 turned heads. With heated helm seats and the promise of speeds up to 24 knots, this trimaran offers both performance and cruising comfort. It’s a yacht that’s equally at home on a fast passage or a relaxed weekend sail.

Dream Boats: The Editors’ Picks

If they could take home any yacht from the show, Toby would go for the Dragonfly 36, citing its thrilling speed and shallow draft versatility. Theo, on the other hand, was drawn to the Beneteau First 30, loving its stripped-down simplicity and planing potential.

With so many exciting launches, the next step is to get these yachts out on the water for real-world testing. Many of the show’s new models will be available for sea trials in the coming months, and both Theo and Toby have a long list of boats they can’t wait to put through their paces.

Stay tuned for full reviews and boat tests as we continue to explore the best new designs of 2025. In the meantime, watch the full conversation between Theo and Toby in the video above for an in-depth look at all the highlights from Boot Düsseldorf 2025!

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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 The Hottest Yachts and Trends for 2025 appeared first on Yachting World.

I was taken with the layout and interior design of the Solaris 74RS, with its stylish, performance-cruising raised coachroof design. The first three examples have owner cabins forward with galley and crew cabin aft, which works well as the latter has a dedicated access hatch.

The layout involves multiple levels and the galley is low down, four steps from the saloon for example, but it’s different, practical (including good refrigeration space) and is an interior you remember for good reason.

The owner’s cabin on the show boat is neutral and minimalist, but in a sensible layout with the headboard aft rather than the en suite aft option. The saloon soleboards lift for full engine and machinery access below, or there is quick access through the hinging aft steps.

Luminous III is the first Solaris 74RS to launch but doesn’t have the fixed bimini of the second boat, Plaz, seen at the Cannes Yachting Festival. Photo: Matteo De Fina

Named Plaz, this is the second of four hulls already sold and is finished in an unusual brown metallic vinyl wrap. Its fixed bimini is one of the key differences over the first boat to launch (pictured here), and this included a Starlink receiver neatly integrated into the fabric roof.

There’s also the option to shade the helm pedestals too. Another nice feature is the hatch below the aft cockpit seat, which provides ventilation and private crew access.

A powerful Soto Acebal design with over 6m of beam, Plaz sports an Axxon rig with stackpacked mainsail in a V-boom. This is sheeted to a single point but can have captive and magic trim sheeting (with the optional larger hydraulic pack).

Below the aft deck lives a long tender garage for a 4m dinghy, plus huge bosun’s quarter lockers. There’s also a deep, wide sail locker forward and an anchor locker large enough to stow some fenders.

Solaris 74RS specifications

LOA: 22.0m / 72ft 2in
LWL: 20.84m / 68ft 5in
Beam (Max): 6.10m / 20ft 0in
Draught: 3.5-2.9m / 11ft 6in-9ft 6in
Disp (lightship): 40,600kg / 89,507lb
Ballast: 10,500kg / 23,148lb
Sail Area: 250m2 / 2,691ft2
Design: Javier Soto Acebal & Lorenzo Argento
Price from: €3m (ex VAT)
Builder: solarisyachts.com

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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 Solaris 74RS first look: Alluring style with some substance below decks appeared first on Yachting World.

American Magic’s new AC75, Patriot, has garnered significant attention due to its unique approach. While all the teams are bound by the same set of design rules, it’s the subtle variations and innovative interpretations within these boundaries that could determine who ultimately claims victory at the America’s Cup in Barcelona.

The second generation of AC75s have seen incremental improvements across the board, yet American Magic’s Patriot stands out for several reasons. The American team has made some bold design choices that diverge from the more conventional paths taken by their rivals. Central to these decisions is the team’s focus on maximising aerodynamic efficiency and optimising the boat’s centre of effort.

One of the most noticeable aspects of Patriot is its distinct hull design. Unlike other teams that have opted for more rounded, voluminous hulls, American Magic has taken a different route, creating a sleeker, lower-volume hull. This design is intended to reduce drag and increase the boat’s ability to generate lift, potentially giving Patriot an edge in lighter wind conditions.

The lower freeboard— the distance between the deck and the waterline — also allows the team to increase sail area close to the water, which can generate more driving force with less windage.

Another key innovation lies in the way American Magic has managed weight distribution. The team has worked diligently to reduce weight in critical areas, thereby allowing for more complex systems elsewhere on the boat. This includes the trimming systems, which are battery-powered and play a crucial role in adjusting the foils and sails during racing.

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By optimising weight distribution, Patriot is designed to achieve a balance between stability and performance, particularly in choppy conditions like those expected off the coast of Barcelona.

The decision to use recumbent cyclists (cyclors) as the primary source of power for these systems also reflects American Magic’s willingness to experiment. While this choice has sparked some debate — given the lower energy output compared to more traditional grinding positions — the team believes that the aerodynamic gains and lower centre of gravity provided by the recumbent position outweigh the potential drawbacks.

Furthermore, Patriot features innovative foil designs that could offer a competitive edge. The team has focused on optimising the flaps at the back of the main foil, allowing for more precise control of lift and drag. This, combined with the overall aerodynamic improvements, could enable Patriot to achieve higher speeds and better maneuverability in various wind conditions.

However, with these bold choices comes significant risk. The question remains: will these radical design decisions translate into a performance advantage on race day? The true test will come when Patriot lines up against its competitors, where every nuance of design and strategy will be put to the ultimate challenge.

In the unpredictable world of America’s Cup racing, innovation often walks a fine line between triumph and disaster. Whether Patriot’s unique design will give the USA the edge it needs to reclaim the Cup remains to be seen, but one thing is certain, American Magic has made a statement that they are not afraid to push the boundaries in their quest for victory.

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The pursuit of the America’s Cup, the pinnacle of competitive sailing, has long been a storied journey for Britain. With over 170 years since the inaugural race, the British have faced numerous challenges yet have never clinched the coveted trophy. This time, the tides might be changing with the launch of Britannia by INEOS Team UK, a design that embodies cutting-edge technology and collaboration.

At the heart of Britannia’s design lies a meticulous approach to hydrodynamics and aerodynamics, aiming to optimise performance in the challenging conditions of the America’s Cup. Tison explains that the design team has focused on achieving a low flight height, ensuring the boat ‘kisses the water’ to reduce drag and enhance speed. The balance between the vertical and horizontal components of the foils is fine-tuned to maintain optimal lift and minimise resistance, a concept drawn from advanced computational fluid dynamics (CFD) tools.

One of the standout features of Britannia is its close collaboration with Mercedes AMG Petronas Formula One Team. This partnership brings together the precision engineering and high-performance insights of F1 racing into the realm of yacht design.

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Tison highlights that the integration of F1 technologies, such as sophisticated aerodynamics and structural engineering tools, has revolutionised their approach. The design and engineering teams from both disciplines have exchanged knowledge to create a yacht that leverages the best of both worlds, particularly in terms of fluid dynamics and material sciences.

The design philosophy extends to the boat’s control systems, which have been optimised for both manual and automated adjustments. The system allows for dynamic adjustments of the foil angles and sail positions in response to real-time conditions, enhancing the boat’s agility and performance. Tison notes that such advancements are essential for gaining a competitive edge, especially when fractions of a second can determine the outcome of a race.

INEOS Britannia cuts a powerful figure. Photo: Job Vermeulen / ETNZ

Britannia’s sleek and purposeful lines reflect its dual focus on speed and stability. The boat’s architecture is described as muscular yet graceful, embodying a blend of power and elegance. The hull’s design has been crafted to reduce drag while maximising lift, a testament to the rigorous engineering process behind it. The collaboration with Mercedes has also led to innovations in the materials used, ensuring that Britannia is not only fast but also robust and reliable.

As the British team prepares for the upcoming races in Barcelona later in 2024, the sense of anticipation and expectation is palpable. The extensive testing and iterative design improvements suggest that Britannia has the potential to perform exceptionally well. While there are always uncertainties in competitive sailing, the combination of advanced technology, strategic partnerships, and the experience of the INEOS Team UK positions them as formidable contenders.

In summary, Britannia represents a significant leap forward in yacht design, blending traditional sailing expertise with cutting-edge innovations from the world of Formula One. As the competition heats up, all eyes will be on whether this state-of-the-art boat can finally bring the America’s Cup back to Britain. With Sir Ben Ainslie at the helm and a dedicated team, the journey towards reclaiming the trophy is more hopeful than ever.

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Granted, it’s a novel-looking shape, but why all the fuss I wondered as a crowd formed around the transom of the Cape Cod 767 in La Rochelle? And then as I took in the numerous clever features being demonstrated on deck I began to understand the interest. The 767 packs plenty of new ideas into a 25ft daysailer and is certainly worth a closer look – or a sail if you can.

Unearthing a genuinely different design is a highlight of being longterm members of the European Yacht of the Year scheme. A fellow jury member nominates a design we’ve never heard of (typically French) and we get to sail a yacht we might never otherwise stumble across.

Given its particularly modern and quirky design, including the pronounced reverse sheer and chines, you may also find it surprising to learn that the Cape Cod 767 hails from a yard more used to building classical-style boats.

Hervé Nollet is the Rosewest yard’s founder and designer. Following design school in Paris and 25 years running an industrial design agency, Nollet drew a neo-classic daysailer for himself 20 years ago. Demand from friends grew this into a small series production, the Cape Cod 896, of which 30 have now launched. One glance at this daysailer, with its gorgeous traditional sheer, elegant counter and large oval cockpit, helps explain where the brand name comes from – it befits that New England sailing lifestyle.

The link with that yacht and the starkly different, contemporary Cape Cod 767 is that they’re both shoal draught daysailers that are easy to manage, with large cockpits, modern appendages and rigs. The Cape Cod 767 ramps up the ease factor: it’s easier to sail fast, with an integral centreboard that makes it easy to beach or trail, and you can rig it single-handedly.

The novel 767 trailable daysailer, with its large cockpit and surprising space under the foredeck, is easy and reactive to sail, particularly with the furling gennaker. Photo: Ludovic Fruchaud/imacis.fr/EYOTY

An ideas boat

The concept is a sporty daysailer, yet a fun, spacious boat that can be trailed (it weighs just over a tonne).

It’s clearly a design that suits fair-weather sailing and has a cockpit to entertain plenty for its size, while its raft of clever features has inspired many positive comments on Yachting World’s YouTube channel.

For starters, there is the ease with which it can take to the shallows. The kick-up rudder pivots on a single point on its casing head. At first glance I thought this was some sort of wind vane, until I got closer and saw it was the blade in its fully vertical ‘docked’ position.

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The 350kg swing keel uses hydraulic power to raise it from 1.8m to just 22cm at the push of a button by the throttle control. It takes 20 seconds to lift, and it has an inbuilt fuse so will automatically raise if you hit the beach too quickly.

When you are beaching, you want to be able to both lift the outboard and use maximum cockpit space. The retractable outboard – an electric Torqeedo or 5hp petrol – is offset to one side to avoid the rudder and mounted on a hingeing bracket. This lifts and rotates inboard directly into a cockpit locker. A box then seals the transom slot for when sailing.

Hulls and decks are infused polyester, with composites all designed and built in-house. Photo: Ludovic Fruchaud/imacis.fr/EYOTY

Telescopic swim steps also retract neatly into the transom, while another large cockpit locker in the sole swallows fenders and gear.

How to include a table large enough for the numerous guests the cockpit can host? The solution on the Cape Cod 767 is recessed into the cockpit sole and raises up on X-legs (like an ironing board). Similarly, cockpit cushions with folding backrests are built into the benches, so you can choose to have these raised for support or flush to the side decks.

The swing keel weighs 350kg and raises hydraulically at the push of button. It will also lift automatically if beached. Photo: Ludovic Fruchaud/imacis.fr/EYOTY

When I arrived for a sail on the Cape Cod 767, the rep was having a siesta on the foredeck sunpad, the hatch raised to act as a reclining position. But the real surprise lies beneath here in a forepeak area that is spacious enough to accommodate two single berths and a chemical heads. Admittedly there’s no natural light and it’s more a space meant for stowage (Nollet says his clients are as likely to sleep on their boat as in their car), but it shows how the full bow has been put to good use.
Neat features abound, including the Seasmart recessed fittings on deck for attaching blocks easily or clipping on fenders one-handed and the cup holders in the tiller.

The Cape Cod 767 can be launched and rigged without needing a crane and comes with an aluminium mast with an option for carbon. A single Torqeedo battery provides two hours motoring at max speed (9.7km/h) and powers the keel. It can be recharged from the dock or taken home.

The large table is recessed into – and forms part of – the cockpit sole. It raises up on X-legs. Photo: Ludovic Fruchaud/imacis.fr/EYOTY

Reactive sailing

The Cape Cod is not just an ideas platform, it offers easy, fun sailing too. It’s designed to be narrow and flat enough to trailer, yet Rosewest has kept the composite build light and slippery. The single rudder proved nice and responsive, allowing you to feel each small increase in wind strength (we clocked 5-5.5 knots upwind and 7+ knots offwind).

The jib is on a curved track and can be sheeted inboard using the windward block, which is useful considering the full-bodied shape of her forward ends. The purchased mainsheet is controlled using a central ratchet block. You can also attach a block and tackle to this to aid fine trim and sheeting to windward.

The forepeak area below contains two berths, a large amount of stowage and a chemical heads. Photo: Ludovic Fruchaud/imacis.fr/EYOTY

Unfurling the gennaker is fuss-free with the furler line led underdeck and controlled from the pit. This reaching sail helped the Cape Cod 767 come alive and prove reactive to sail. You can cross sheet easily to trim all sails from the windward side. I’d look at fitting a simple tiller clamp so you could leave it locked off centrally while sailing solo and attending to the sails.

The helmsman has sturdy foot chocks and the natural place to sit at heel is up on the windward deck. But in heavier seas or winds you’d want more security in higher backrests. As it is there are no rails, an open transom, and little to keep you in the cockpit (or on the foredeck). And it could get a little wet in a seaway, which is why I consider it a design for calm weather (it’s RCD Cat C/four people).

But for a fun sail across to a beach or island to anchor up with friends for lunch and a swim, the Cape Cod offers a relishing prospect. Extraordinary? Perhaps not, but it’s certainly different and full of original features, which certainly got our attention!

Cape Cod 767 specifications

LOA: 7.67m / 25ft 2in
Beam: 2.54m / 8ft 4in
Draught: 0.22-1.8m / 0ft 9in-5ft 11in
Light displacement: 1,100kg / 2,425lb

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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 37th America’s Cup in Barcelona this autumn is getting ever closer, and as the event heaves into view we are continuing our look at the AC75s in our team-by-team design breakdown. Here America’s Cup designer Thomas Tisson and Yachting World editor, Helen Fretter discus the Luna Rossa Prada Pirelli team’s America’s Cup boat

Aerodynamics and Hull Design

The Italian team, known for its innovative designs and relentless pursuit of excellence, has unveiled a striking second-generation AC75 that pushes the boundaries of technology, but some things stay the same, such as the team’s (now) traditional sleek, mirrored silver finish, which not only enhances its aesthetic appeal but also serves an aerodynamic purpose.

The hull shape exhibits a deep, low-volume bustle, a design choice that contrasts with other teams’ approaches. This design aims to reduce drag, allowing the boat to point higher into the wind and increase overall efficiency. The low-volume bustle minimises wetted surface area, crucial for reducing drag and improving performance in various sailing conditions, particularly in the choppy waters anticipated in America’s Cup venue, Barcelona.

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Structural Innovations

A notable structural change in the Luna Rossa Prada Pirelli boat is the removal of traditional cross braces around the rudder. By eliminating these braces, the team has reduced weight and drag, enhancing the boat’s hydrodynamic efficiency. This innovation also simplifies the rudder support structure, which is critical for maintaining stability and manoeuvrability. Additionally, the rudder now features a fairing arrangement to streamline the flow of water and air around it, further reducing drag.

Weight Distribution and Foil Optimisation

Weight distribution plays a crucial role in the performance of these high-speed America’s Cup yachts. Luna Rossa Prada Pirelli has focused on moving weight forward, thereby loading the main foil more effectively. This adjustment not only enhances the boat’s stability but also improves its ability to lift and accelerate. By optimising the placement of weight, the team can achieve a balance that maximises speed and agility on the racecourse.

Crew Arrangement and Aerodynamic Gains

The layout of the crew and their operating environment has also seen significant changes. The helmsman’s position has been shifted forward, a move aimed at gaining aerodynamic advantages. This new configuration reduces wind resistance but is potential at the cost of visibility, with a possible handling penaltly during critical manoeuvres.

Luna Rossa Prada Pirelli AC 75 Conclusion

Luna Rossa Prada Pirelli’s latest AC75 is a testament to the team’s dedication to innovation and excellence in yacht design. By focusing on aerodynamic efficiency, structural integrity, weight optimisation, and technological integration, they have created a boat that stands out in the competitive field of the America’s Cup.

As the teams prepare to face off in Barcelona, it will be fascinating to see how these innovations impact their performance on the water. Keep following along as we continue to explore the cutting-edge developments in this thrilling race for nautical supremacy.

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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 37th America’s Cup in Barcelona this autumn is getting ever closer, something marked by all teams launching the boat upon which they will compete for the ultimate trophy in the sport of sailing. The unveiling of the second generation AC75s is generating significant excitement and possibly the most anticipated boat was Emirates Team New Zealand‘s, which showcases a host of innovative features that could give them a competitive edge.

One of the key areas America’s Cup designer, Thomas Tison, picks out in the Kiwi design are the substantial efforts to reduce weight by tapering the cockpit pods down to the main deck level. This not only improves the boat’s aerodynamic profile but also reduces the overall weight, contributing to better performance.

The team’s approach is evident in the meticulous attention to detail, such as the removal of vertical surfaces and the streamlining of the deck comings. These changes, while seemingly minor, collectively contribute to significant performance gains.

Team New Zealand’s design and engineering team have also focused on the broader aspects of the boat’s aerodynamics. The bustle, which runs the entire length of the hull, is designed to prevent wind from passing underneath the boat, thereby reducing drag. This feature, combined with the refined hull shape, ensures that the boat maintains optimal aerodynamic performance even in challenging conditions.

One of the standout aspects of Team New Zealand’s new boat is in the operation of its twin-skin mainsail. Specifically, the way in which the team has integrated of the mainsail hydraulic systems within the sole of the boat. Unlike other teams that house these systems on the deck, Team New Zealand has managed to embed them below, reducing the aerodynamic drag and the weight above the waterline. This placement contributes to a smoother, more efficient sailing.

Thomas Tison notes that this innovative approach reduces the weight and the load on the structure, further enhancing the boat’s efficiency and speed.

Team New Zealand’s emphasis on weight reduction, aerodynamic refinement, and advanced sail control systems positions – plus their incredible history in the event – makes the America’s Cup Defender strong contenders in the upcoming America’s Cup. Their innovative spirit and relentless pursuit of excellence continue to push the boundaries of yacht design, setting new standards for performance and efficiency in the sport.

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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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As the sailing world eagerly counts down to the 37th America’s Cup, the spotlight in recent months has been on the cutting-edge foiling AC75s, which teams have been launching. With under 100 days remaining until the start of the competition, teams have been unveiling the design upon which they hope to win them the oldest sporting trophy in the world.

To delve into the details of the first America’s Cup boat to be launched this cycle under the slightly adjusted second generation rules, Yachting World editor Helen Fretter sat down with Thomas Tison, a distinguished Naval Architect and Yacht Designer with extensive experience in cup cycles.

Tison’s expertise offers invaluable insights into the specific design elements of the Alinghi Red Bull Racing AC75.

Alinghi’s AC75 aerodynamics

A cornerstone of Alinghi’s design philosophy is the pursuit of aerodynamic efficiency, and much of this philosophy can clearly been seen to have been influenced by Emirates Team New Zealand‘s groundbreaking concepts in the 2021 America’s Cup.

Photo: Alinghi Red Bull Racing

Notably, however, although Alinghi Red Bull Racing features the significant side pods we saw on the Kiwi boat, the Alignhi America’s Cup design includes strategic modifications to side pod geometry, redirecting airflow to optimise performance in ways previously unseen in America’s Cup boats.

One of the key design features of this AC75 is in the curvature of the bustle – or lack thereof – and its impact on wave interaction. This, alongside the shape of the bustle overall, highlights the team’s commitment to achieving optimal performance across the sea conditions expected in Barcelona for the 2024 America’s Cup. But also points to the team’s confidence in terms of foiling.

The collaboration between Alinghi and Red Bull Racing also brings something new, integrating insights from the all-powerful Formula One team. Tison says you can see a holistic approach to optimising speed and manoeuvrability on the water here.

In conclusion, Alinghi Red Bull Racing has emerged as a formidable contender in the America’s Cup 2024, armed with a meticulously created AC75, that seems to have drawn on the considerable aero expertise of the Red Bull partnership.

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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 2020 Vendée Globe, which sets off on Sunday, November 8, sports one of the most diverse IMOCA fleets the event has ever seen. Over the 33 entries there is an enormous diversity in design trends, cockpit styles, foil innovations, with the oldest boats in the fleet launched in the mid-1990s, and the newest splashing just this year.

First time Vendée Globe competitor Pip Hare, who’ll be starting with the fleet this Sunday, and Paul Larsen, her training partner and the holder of the world speed sailing record, take a fascinating walk along the pontoons at Les Sables d’Olonne for Yachting World.

If you’ve ever wondered ‘whatever happened to…?’, or wonder which boat the pros fancy racing, then enjoy this series of three videos with an insider’s view of the 2020 Vendée Globe fleet.

In part one (above) they debate which boat is the oldest and most well travelled in the fleet, find out what happened to Ellen MacArthur’s old Kingfisher (and some of Alex Thomson’s former Hugo Boss racers), discuss how the new curved ‘C’ foils work compared to the ‘Dali’ generation, and share their pick of the fastest non-foiler in the fleet.

In part two they check out the IMOCA which Greta Thunberg crossed the Atlantic on, the IMOCA which was originally designed to be a fully crewed ‘Super 60’, Paul Larsen reveals why IMOCAs don’t always need to cant their keels anymore, discusses the pros and cons of ‘fences’ on foils, and reveals which of the new boats is reputed to be the easiest to sail. Plus they ask the big question – can Jérémie Beyou’s Charal be beaten?

And finally, in part 3 they explain why Pip’s own Medallia looks so different to most of her rivals in the fleet, and discuss some of the latest modifications to Alex Thomson’s Hugo Boss.

Keep checking back with yachtingworld.com for all the latest news and analysis from the 2020 Vendée Globe.

The post 2020 Vendée Globe preview: Pip Hare and Paul Larsen’s guide to the fleet appeared first on Yachting World.

Powering upwind with green water rushing over the leeward rail, an enormous mahogany-clad wheel in hand and a view of the cleanest flush decks ahead, I couldn’t help but feel this was as good as it gets. This is real big boat sailing, yachting glamour at its finest.

It is tempting to compare this Spirit 111, with her timeless lines and towering sloop rig, to the mighty J Class, which are well known to evoke such rapturous feelings. After all, this is the largest single-masted wooden yacht to be built in Britain since the oldest existing J, Shamrock V, launched in 1930.

However, striking though any initial impressions are, there is so much more to the Ipswich-built Spirit 111 than first meets the eye. It has a multitude of qualities which combine to make it incomparable. In short, this is one of the most sensational yachts ever built.

Toby enjoys all the space to himself at the deep, secure helm. The cockpit seems like it is sculpted from a tree; the tables lower to form sunbeds. Photo: Richard Langdon / Ocean Images

First, there is the scale of the project. Not only is this one of the largest timber craft constructed on our shores, it is also one of very few yachts of this size capable of being sailed without a professional crew.

Spirit’s new flagship is a technical masterpiece. It is conceived to be one of the most environmentally friendly superyachts to date, a particularly demanding brief which has driven some fascinating solutions for the equipment and engineering throughout.

And finally – yet to my mind fundamentally – this Spirit 111 is an art exhibition, a yacht that takes aesthetics to new heights. The interior, from layout to furniture design to craftsmanship, is unlike anything seen on a boat before.

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Bespoke brief

Geist, German for ghost or spirit, is “a project for someone who wanted to do something different from the norm,” confirms Spirit’s managing director, Nigel Stuart. This someone is a young European owner in his mid-thirties, who already has a Spirit 52, but wanted something larger.

The result of his clear vision is a celebration of bespoke design and engineering. Going below decks feels like walking into a gallery. As long as you can put practicality aside, it’s a mind-boggling, fantastical experience.

The initial design started at 90ft, but in a clue to the importance of aesthetics, got stretched an additional 20ft to ensure the most appealing lines. A skipper will help maintain the yacht, but while on board the owner wants to sail it himself. There isn’t even accommodation for crew. Many of us who view private time aboard our boats as sacrosanct may understand such a request, but it is rarely seen on this scale.

Hoisting the code sail – but most operations are done with the push of a button. Photo: Richard Langdon / Ocean Images

Our trial sail proved that such self-sufficiency really is possible, with most operations able to be carried out from the helm pedestal.

Sound of silence

I joined Geist at Endeavour Quay, Gosport, a significant venue for it was here, under the yard’s former owner, Camper & Nicholsons, that the British J Class yachts were built in the 1930s.

Leaving port is a smooth, peaceful affair. As we glided silently away from the dock and entered the bustle of Portsmouth Harbour, the only detectable noise on board came from the turning of the prop or the whir of a hydraulic pump.

‘She handled full sail up with delicious ease.’ Photo: Mike Jones / Waterline Media

The Torqeedo electric drive is always ready for instant activation, with no pre-heat needed and no throttle lag. Just push the lever. This is particularly handy if you need a quick burst of power to help the bows through the wind or to clear an obstruction while under sail. Spirit has also fitted a power on/off button, a sensible safety measure to avoid accidental operation.

Hoisting sail is equally without fuss. It involves using one finger on a portable remote control to instruct the boom mandrel to unfurl the main, and another to direct the main halyard to pull the sail up the four-spreader carbon mast.

As the genoa released, I let the bows fall off a little and Geist powered up gracefully. What a feeling!

‘You need to adjust your mindset aboard this yacht.’ Photo: Mike Jones / Waterline Media

We were treated to a proper sea trial of an elegant large yacht. Sailing upwind at 10-11.5 knots and back down at 12-14 knots makes the Solent seem pretty small. It is a delight in both directions, but particularly on the breeze with a rail awash and 23-27 knots blowing over the decks.

Sheeting off a bit of main in gusts is done via the push of another button to release the captive mainsheet or drop the traveller down the rail. It all seemed so manageable considering the sail area aloft. These are the largest sails yet produced by the OneSails UK loft and use its 4T Forte technology, a recyclable performance cloth.

It was also the most breeze Geist had sailed in and we kept full sail up for the duration. She handled it all with delicious ease as we worked our way through the deeper parts of the Solent.

Traditional overhangs surrender lots of space over modern designs, but there is good stowage in two huge lazarette lockers. Two road legal electric motorbikes store in the starboard locker. Photo: Richard Langdon / Ocean Images

In its own class

It is easy to fall into the trap of comparing this Spirit to a J Class. I’ve been lucky enough to sail a few Js, including the three built at Camper & Nicholsons that are still afloat today. But there are fundamental differences.

Js are traditional long-keelers that are three times the weight of Geist. They are stubborn, awkward yachts to handle and certainly need a large crew who know their salt. If the helmsman doesn’t work in harmony with the mainsail trimmer, for example, a recalcitrant J will refuse to turn.

Not so the Spirit. This is a lightweight composite machine, a speedster in comparison, complete with T-keel, a carbon spade rudder and direct steering. If you have sailed a Spirit before, you will know they are highly rewarding on the wheel and the Spirit 111 is no different. It’s balanced and delightfully direct.

Angled panels house the plotters and controls for the hydraulics and electronics. Photo: Richard Langdon / Ocean Images

This Spirit 111 is perhaps more comparable to the Js when it comes to use of technology. The original J Class owners were known for pushing innovation in their quest for America’s Cup spoils. Spirit Yachts has done the same here, with a focus on ease of operation and environmental efficiency.

Geist’s highly technical construction uses wood epoxy on stainless steel space frames to ensure a stiff structure for a light displacement under 60 tonnes. The majority of this weight has been kept central and low down, with little to weigh down the 40ft of overhangs, which all equates to a high righting moment and ballast ratio (45%).

The times when I was left alone in the cockpit, with 80ft or so of flush deck up ahead and all that sail area above, were particularly exhilarating and I started to understand the owner’s desire to sail short-handed.

The high-voltage lithium battery bank is mounted on shock absorbers. Photo: Mike Bowden

With the push-button controls making it a doddle to trim, and backwinding winches making it easier and safer to ease high loads, in fact Geist is more analogous to an overgrown daysailer than a J, which is more appropriate given the owner’s brief.

Where Js are bewitching to sail upwind, modern performance boats are all about the downwind thrills. The Spirit 111 gives you a taste of both, making you crave every minute on the helm.

Once past Cowes, we hoisted the furling code sail. Manhandling such a large sail, combined with the occasional groan from a loaded winch, were telling reminders of Geist’s size and power. But once set and trimmed, the cableless sail helped generate that sportsboat feel, especially when we had the sea room to heat it up a little.

Wine glass transom and the beautiful classic lines of Geist. Photo: Mike Jones / Waterline Media

Hand crafted wonder

The credit for Geist’s timeless lines and her balance under sail goes to Spirit’s co-founder Sean McMillan, who has drawn all the Spirit yachts to date. He has also built up a team of world-class craftsmen in his Ipswich yard.

Look anywhere around Geist’s deck and you’ll be struck by the hand-built details. Around her flush aft deck, for example, you’ll notice the eyelet fairleads in the transom, the way the bulwark curves around her pushpit and the perfect angle of the ensign staff. This is the type of deck jewellery Spirit specialises in. But the real showpiece aboard Geist is reserved for below decks.

I cannot think of another yacht that is so impressive on the outside, so thrilling and memorable to sail, yet the interior is even more striking.

The saloon seating is made from strips of 10x10mm American walnut, steam-bent into shape, and took 2,000 hours to build. Photo: Mike Jones / Waterline Media

The owner had visited Antelope Canyon in Arizona and drew inspiration from its famously smooth, flowing sandstone shapes, the light beams and reflections. The resultant S-shaped layout of Geist’s interior, with its free-flowing curves and sculptural furniture, is nothing short of an artistic wonderland.

The saloon table and surround seating, floodlit by a fanlight of glass in the coachroof above, is the centrepiece of the yacht. Artistic simplicity like this is incredibly hard to achieve.

There are only two vertical bulkheads on the boat and only three different types of timber used: sipo (mahogany) bulkheads, teak soles and American walnut furniture. The sipo has all been cut from one log to ensure matching grain throughout, which makes for a magnificent sight.

Saloon seating detail. Photo: Mike Jones / Waterline Media

For the first time Spirit used an independent design agency, Rhoades Young, who came up with the novel layout and drew the capstan-style table. This table has 64 wooden legs, all of which are curved, each with slightly different measurements.

Two former Spirit employees, Will Fennell and Ben Jackson, fashioned the artistic steam-bent seating. This exquisitely detailed design feature, which is also replicated on the bedheads in the owner’s and VIP cabins, “blurs the line between furniture and sculpture,” declares Jonathan Rhoades.

Initially the galley was designed to join this table and seating arrangement, however the owner didn’t want anything to detract from the centrepiece. Even now all galley elements are hidden below the countertop and inside lockers.

Galley sink in yellow metal. Photo: Mike Jones / Waterline Media

Visuals first

Aesthetics, you quickly learn, trump all else on Geist. The owner didn’t want to see door handles, so Spirit used sensor-activated latches. Placing a finger across the recessed sensor triggers the latch (and yes, if you lose power, the doors all open automatically).

The joiners have managed to match the grain on these bowed-out sections to the rest of the bulwark, thereby camouflaging the handle recesses by maintaining a contoured look. The result is that you can’t see any cabins from the saloon, or even their doors, just an undulating maze of mahogany.

“This is someone who really knows what he wants as the overall picture,” Stuart comments.

The capstan table has 64 legs, each one a slightly different shape and measurement. Photo: Mike Jones / Waterline Media

The sofa to starboard appears to float, seemingly growing out of the side of the hull. Above this a panel can be removed to reveal the sailing instruments and electronics that would typically be at the navstation. These screens are hidden away when the yacht is at rest.

The shadow gaps in the panels and joiner work are so precise you can’t see where lockers are built in. Were it not pointed out to me I’d never have noticed the door opposite the owner’s cabin, which leads into a large mechanical room.

There are no discernible fixings, no plumbing visible in the four ensuite heads. The owner didn’t even want the heads to be seen. Lift the solid timber lid of a heads and you’ll find sections for loo roll and a brush neatly built-in and concealed. It’s precision craftsmanship to the very last detail.

Interior lighting adjusts automatically to match the conditions. Photo: Mike Jones / Waterline Media

There are no visible light switches either. The lighting uses a network of motion-activated and light-sensitive sensors. If it goes cloudy above the saloon fanlight windows, the interior light adjusts accordingly. It ensures there are no big differences in brightness between outside and in, matching the soft yellow natural light in the morning or a golden evening glow.

At night, motion sensors activate floor lighting to guide you. These are intelligent, so they are designed to light the way to the heads if you move in that direction from your berth. “If a guest starts to go elsewhere in the interior, the system will deduce which way they are going and light the relevant areas in a very soft warm light,” Stuart explains. It’s like being aboard a wooden spaceship.

The banality of practicality

Most sailors will naturally question the practicality issues aboard Geist. Can you imagine setting your mug of tea down on that table? Or being at heel and sliding across the near 20ft of beam from galley to navstation sofa? Unfortunately, were you to do so, you might connect with one of the only hard edges on the boat on the aft end of the saloon seating!

The showstopping berth, a nest within an egg, in the master cabin. All furniture appears to float. Photo: Mike Jones / Waterline Media

The fear of damaging the woodwork might drive you to distraction. And with the elaborate open spaces of the saloon and so much volume lost in the overhangs, Geist is comparatively compact below. There are only four cabins and no crew accommodation at all.

However, you need to adjust your mindset aboard this yacht. The rules of practicality do not govern art. They’re not something the owner of a seven-cum-eight figure yacht such as this should necessarily be concerned with.

“Sean [McMillan] and I had pointed out the total impracticalities along the way,” says Stuart. “The owner could understand it – he loves racing his Spirit 52 and understands sailing boats.”

The mahogany trim continues in the heads, with sinks machined out of the same wood. Photo: Mike Jones / Waterline Media

The owner did concede elements might need to be added at a later date to make Geist more practical, says Stuart, but initially he didn’t want anything to detract from the visuals.

“It’s not that Spirit can’t do practical. We’re just delivering on his brief,” Stuart points out. This project certainly shows just how customised a custom yacht really can be.

Eco collaboration

A key priority was to make the yacht as environmentally friendly as possible. The shell of Geist is built using responsibly sourced timber and the yacht is dressed with recyclable sails, but it’s the power system that forms the heart of her green credentials.

One of the two ensuite aft guest cabins The panel on the right removes for interior access to the engine room. Photo: Mike Jones / Waterline Media

The 100kW electric motor can propel Geist silently for 30 miles at 8 knots using high-voltage battery power alone. The propeller regenerates power to the four 40kWh BMW battery banks while sailing too. This makes it possible to run for four days without needing to start a generator or plug into shorepower.

“When the yacht crosses the Atlantic, as long as there is adequate wind, she will not need to consume any fossil fuels,” Stuart predicts. During her initial delivery trips, Geist has averaged 11-13 knots under sail, at which speed she consistently regenerates 3kW.

Two 25kW Torqeedo gensets are installed, but these are for class compliance purposes and will be used only as a back-up to the electric system. “The owner said to go as far as we can while making it reliable,” Stuart explains.

Spirit’s managing director took a holistic approach to this with all the systems that would go on board. There was a certain fanaticism about energy-saving, pushing their suppliers to innovate and work together towards a goal of maximising the time the boat could run off battery power.

Mounted above the electric drive is a Lewmar Vortex reservoir, a system that reduces hydraulic oil needs (and therefore waste) by 90%. It requires just 25lt of oil, giving a weight saving of over 50% over a traditional power pack. The hydraulics can operate in eco mode for lowest battery consumption and have fast cruise or race options.

Meanwhile, the air-conditioning uses a variable-speed compressor, which ensures it can be run overnight without needing generator power.

The hot water employs a highly efficient on-demand system, which minimises wasted water and energy, and Cryogel insulation is used for the refrigeration to ensure low temperature holding for minimal power.

The main engine room space is particularly well-laid-out, with access from the deck or interior, and contains a sewage treatment plant to ensure waste water is clean.

A spirited vessel

I have been fortunate enough to sail many large yachts. Some look striking, sail particularly handsomely or are easy to manage.

Others have standout interiors or the craftsmanship shines above all else. And, latterly, it has been heartening to see more superyachts with an eco-friendly slant.

But I have never seen or sailed a yacht that has so many of these attributes wrapped into one exquisitely elegant, unique and extrovertly custom package. Aboard Geist, art has successfully married with technology and created something truly stunning.

Specification

LOA: 33.9m (111ft 3in)
LWL: 24.0m (78ft 9in)
Beam: 6.40m (21ft 0in)
Draught: 4.05m (13ft 3in)
Displacement (light): 58 tonnes (127,867lb)
Sail area: 450m2 (4,844ft2)

First published in the October 2020 issue of Yachting World.

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1. Aquarius

The brief for Aquarius included that she should be, ‘an elegant, muscular sailing yacht with a classic profile for family enjoyment.’ But that barely scratches the surface of the main requirements for this giant ketch. The owners also wanted a yacht that would combine good seakeeping characteristics with performance, reliability and quality.

Essential features included relative simplicity, robustness of systems and a contemporary interpretation of elegant, classic lines, with a clean and uncomplicated appearance. Aquarius’s graceful lines and timeless shape belie a rugged world cruiser configured to be self-sufficient for extended periods when voyaging well beyond the popular Med and Caribbean circuits. In addition, the yacht is welcoming for family and friends, while providing sufficient performance to compete in superyacht regattas.

Specifications

LOA: 56.18m (184ft 4in)
LWL: 41.17m (135ft 1in)
Beam: 9.51m (31ft 2in)
Draught: 4.80m (15ft 9in)
Displacement: 264 tonnes (591,360lbs)
Mainsail: 520m2 (5,597ft2)
Mizzen: 440m2 (4,736ft2)
Blade: 430m2 (4,628ft2)
Air draught: 58.50m (192ft 11in)
Spars: Rondal carbon with Rondal/Carbo-Link continuous standing rigging
Builder: Royal Huisman
Launched: 2017

Photo: Baltic Yachts

2. Pink Gin VI

The Baltic 175 Pink Gin may have captured most of the headlines for her sheer size and cleverly engineered topside balconies, but below decks a collection of Cuban art and some phenomenal styling demand equal attention.

Mark Tucker’s team at Design Unlimited in the UK worked closely with the yacht’s owner, Professor Hans Georg Näder, with whom they had co-operated on his previous Pink Gin, to produce an unusual exercise in interior styling.

Specifications

LOA: 53.90m (176ft 10in)
LWL: 45.27 m (148ft 6in)
Beam: 9.55 m (31ft 4in)
Draft: 4.50-7.00 m (14ft 9in – 22ft 12in)
Displacement: 250 tons (560,000lbs)
Ballast: 79 tons (176,960lbs)
Naval architect: Judel/Vrolijk & co
Interior: Design Unlimited
Builder: Baltic
Launched: 2017

Article continues below…

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Photo: Baltic Yachts

3. Canova

The Baltic 142 Canova may not be using the hydrofoils popularised by the America’s Cup, but her 29ft 6in long (9m) horizontal sliding foil employs the same principle of lift to reduce heel and boost speed. The designers of the Dynamic Stability System (DSS) say it could improve the performance of this super-cruiser by 20 per cent, delivering a sustained 25 knots – not bad for a superyacht that displaces 146 tonnes. This is the first time the DSS has been used in superyachting, but its benefits will be used for comfortable, fast long-distance cruising rather than gaining an edge on the racecourse.

With styling and interior design by Lucio Micheletti as well as the in-house team, Canova sports a sleek, low deck saloon with a hard, fixed bimini extending over the forward cockpit area. Below, her vast deck saloon, providing panoramic views, forms the focal point of her luxury accommodation.

Unusually, the owner’s suite is located almost amidships, where motion is at its least, with further accommodation for six guests in three cabins. Other features include a Rondal rig with electric in-boom furling, a lifting keel and a propeller leg rotating through 180 degrees.

Specifications

LOA: 43.3m (142ft 1in)
LWL: 41.6m (136ft 6in)
Beam: 9.m (29ft 6in)
Draft: 3.8-6.5m (12ft 6in-21ft 4in)
Displacement: 146.5 tons (328,160lbs)
Naval architect: Farr Yacht Design
Interior design: Baltic Yachts / Lucio Micheletti
Exterior design: Lucio Micheletti
Builder: Baltic
Launched: 2019

Photo: Perini Navi

4. Seven

Part of the world’s largest sailing yacht series by length, Seven is hull number 3 in Perini Navi’s 60m ketch series, after Seahawk and Perseus 3. Launched in 2017, she was feted for her groundbreaking interior lighting design throughout all five guest cabins. A powerful motor-sailer, her twin MTU engines and 47,000-litre fuel capacity mean a globe-trotting range of 3,600nm when motoring at 12 knots.

LOA: 60m (197ft)
LWL: 50.4m (165ft 4in)
Beam: 11.4m (37ft 4in)
Draft: 4.3m-12.3m (14ft 1in – 40ft 4in)
Mast height: 62.2m (204ft)
Total sail area: 2,097 m2 (22,572ft2)
Displacement: 575 tonnes (1,288,000 lbs)
Naval architect: Ron Holland / Perini Navi
Builder: Perini Navi
Launched: 2017

Photo: Gilles Martin-Raget / Wally

5. Tango

This may be the fourth 100ft yacht designed to the Wallycento box rule, but it’s one that raises the bar with regard to combining form and functionality with outrageously cool aesthetics. Considering that Wally is yachting’s deity of style, that’s saying something.

Tango is at the very forefront of modern fast monohull design and advanced technology. Its stealthy black livery and long, low lines combine with a bold reverse sheerline to create a potent, powerful look. The ruthlessly clean deck is signature Wally. The image of the single helmsman on deck, with all that power and beauty controlled simply by the touch of a network of buttons on the pedestals, has become an icon for the Italian brand.

Specifications

LOA: 30.48m (100ft)
Beam: 7.20m (23ft 7in)
Draught: 4.4-6.2m (14ft 5in-20ft 4in)
Displacement (light): 47,500kg (104,720lb)
Upwind sail area: 640m2 (6,889ft2)
Downwind sail area: 1,398m2 (15,048ft2)
Naval architecture: Mills Design
Exterior design: Wally / Mills Design
Interior design: Pininfarina
Builder: Persico Marine
Launched: 2017

Photo: Breed Media

6. Ngoni

The owner’s brief for Ngoni would be challenging for any size of yacht: “Build me a beast. Don’t build me a sheep in wolf’s clothing. This has to be an edgy and innovative weapon; fast and furious.” When the boat in question is a giant 58m (190ft) sloop with a displacement of nearly 400 tonnes this project was always going to push hard against existing boundaries of design, deck hardware and materials technology.

“The owner wanted me to take a fresh look at large yacht design,” Dubois recalled before his untimely death four years ago. “He wanted me to go back to my roots in the late 1970s and ’80s when we were designing race boats, but he also knew we had designed a number of high-performance yachts that were nevertheless seaworthy and comfortable cruisers. So I had to reset my internal computer, if you like, and look hard at how we could save weight and add strength.

“That’s how the reverse sheer came about. I was worried he might not like it. The next time we met in London I showed him the design and he loved it – in fact he gave me a big bear hug!”

Specifications

LOA: 58.15m 190ft 9in
LWL: 51.20m 167ft 12in
Beam: 9.54m 31ft 4in
Draught: 5.3m-81m (17ft 5in-26ft 7in)
Displacement: 353 tons (778,224lb)
Upwind sail area: 1,950m2 (20,989ft2)
Downwind sail area: 3,093m2 (33,293ft2)
Air draught: 75m (247ft)
Naval architect: Ed Dubois
Interior design: Paul Morgan / Rick Baker
Builder: Royal Huisman
Launched: 2017

Photo: Vitters Shipyard

7. Ahimsa

Ahimsa is a 216ft sloop-rigged aluminum yacht, designed by the late Ed Dubois. Built with a combination of innovation and advanced technical craftsmanship, Ahimsa boasts a low superstructure and deck clean. Key features include the ability to hoist her mainsail in less than two minutes and tack the boat within 30 seconds.

The 83m carbonfibre mast is the largest ever produced by Southern Spars and had to be transported to The Netherlands in two pieces. As if that wasn’t impressive enough, Ahimsa‘s Code 1 sail is the world’s largest artwork on canvas, designed by the Norwegian artist Magne Furuholmen.

Specifications

LOA: 66m (216ft 6in)
Mast height: 83m (272ft 4in)
Naval architect: Ed Dubois
Builder: Vitters
Launched: 2012

8. Svea

Svea, the newest addition to the now nine-strong J Class fleet, is one of the most outstanding new yachts of modern times – a harmonious meeting of historic and modern design; a blend of J Class lines and maxi grand prix yacht technology.

All Js dazzle on the water, but Svea simply stops you in your tracks. Her lines and deck are kept spectacularly clean, thanks to the compact wheelhouse, sunken wheel and wonderfully low boom.

Her dark metallic grey hull and black and red sail wardrobe lend her timeless lines a slightly menacing appearance – a purposeful racing look that belies the luxurious interior below decks. The aggressive aesthetics are in keeping with her name, a Viking word (it means Swede).

LOA: 43.6m (143ft 1in)
Interior design: Pieter Beeldsnijder / deVos deVries design
Builder: Vitters/Bloemsma
Launched: 2017

Photo: Breed Media

9. Liara

Not only is Liara a masterpiece of style, thanks to UK-based super designers Malcolm McKeon and Adam Lay combining to stunning effect, but she clearly represents a formidable amount of experience. And that all stems from the boss.

This is the fourth Liara for British serial yacht owner Tony Todd, who is now in his seventies. His initial brief was for a safe, comfortable family cruising yacht for circumnavigating the globe, hence the deep and well-protected cockpit. However, Todd has been racing yachts all his life, and once his competitive side kicked in and the odd regatta was mentioned, the speed, weight and deck layout to make this possible became critical features. The result is Liara, the definitive multi-role superyacht.

Specification

LOA: 112ft 0in (34.14m)
LWL: 105ft 0in (32.00m)
Beam: 25ft 11in (7.90m)
Draught: 13ft 0in-20ft 2in (3.95m-6.15m)
Displacement (light): 88 tonnes (194,000 lbs)
Design: Malcolm McKeon / Adam Lay
Builder: Baltic
Launched: 2019

The post Video: See inside 9 of the most amazing modern sailing superyachts appeared first on Yachting World.

Lagoon has sold 900 of its 450 catamaran model in eight years, maxing out the 130-a-year mould capacity in latter years. Updating such a popular model then is a significant step.

Yann Masselot, CEO of the CNB yard where many Lagoons are built, showed us over the new Lagoon 46 at the 2019 Düsseldorf boat show. He explained that the focus was placed on circulation aboard and living spaces, while increasing the level of comfort.

Despite the increased volume, Lagoon wanted to keep the same if not better performance than the 450. A glance at the hull shapes tells you how VPLP has achieved this.

Keeping the waterlines narrow, but flaring them out significantly inboard, helps increase volume inside, particularly in the forward cabins. It’s the first time on this size of cat that you can have the same size of bed fore and aft, Masselot declared.

Other modifications over the 450 include a new cradle-style davit system or optional hydraulic platform, and a lighter weight bimini roof. There is a larger sunbathing area on the flybridge, which has access from both side decks, more exterior galley options and increased cold stowage space.

With the mast further aft, a self-tacking jib is now standard. The Nauta interior thankfully demonstrates more rounded edges coming back in, with light oak or walnut Alpi finishes offered.

Specification

LOA: 13.99m (45ft 11in)
Beam: 7.96m (25ft 10in)
Draught: 1.3m (4ft 3in)
Displacement: 16,600kg (33,603lb)
Price: €433,000 (ex. VAT)

The post Lagoon 46 first look: Updating this catamaran is a significant step for the yard appeared first on Yachting World.

Launching an entirely new sailing brand in this day and age of economic uncertainty is a rare, brave move. XCS or Excess is a new catamaran business, an arm of the Groupe Beneteau empire, forged from a desire to cater to a younger, more active generation.

Its launch was accompanied by some heavyweight marketing hype, with subtle details of parts of the designs released as teasers over the last year. Build something up too much, though, and you risk an anticlimax.

The group has stuck to the same designers used for its established Lagoon brand, VPLP and Nauta, and in its haste to get an unprecedented five new Excess models out in just 18 months, it elected to adapt existing Lagoon moulds for its first two models, the Excess 12 (Lagoon 39 hulls) and Excess 15 (Lagoon 50 hulls).

The clear glass vertical windows create panoramic views – and sightlines from the helm – yet without too much glare. Photo: Christophe Launay

Of course, it makes financial sense to share design and manufacturing knowledge with its sister company where possible but, for me, these first Excess models appear too similar to that well-established brand of popular catamarans.

The principal differences are that the helm stations have been moved to the aft quarters to give more direct sailing feedback, retractable biminis are an option to open up the cockpits to the sun, and the interiors are much brighter.

Weight has also been saved when compared with the Lagoon models, but as Lagoons are considered to be the heaviest production catamarans in the market anyway, the Excess is arguably no more performance-orientated than competitor cruising cat brands.

Article continues below…

Dragonfly 40 yacht tour: This cruising trimaran can do 24 knots

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The yard tried to save weight everywhere, product manager Bruno Belmont explains, shaving one tonne over target weight for the Excess 15 (compared to the Lagoon 50). “The big difference is how quickly you kill the engine,” he insisted when we first viewed the new Excess models at Cannes Boat Show. Belmont says that happens in as little as 5 knots breeze, or 1-2 knots sooner than a comparable Lagoon.

Our subsequent sailing trials proved his point. On a day where we would ordinarily have had to resort to motoring a cruising cat of this size, we were able nearly to match true wind speeds under Code 0 and asymmetric spinnaker (6 in 7 knots and 7 in 8 knots). Impressive stuff.

We were sailing the Excess 15 Pulse Line during the European Yacht of the Year trials. This has a taller mast and longer bowsprit than the standard boat and features graphics on the hull. Although the standard boat starts at €625,000, this Pulse model with its many extra options came in at €925,000 (ex. VAT). As a comparison, a standard Excess is more expensive than a Lagoon or Fountaine Pajot but includes more equipment.

The Pulse has a taller mast, which helped the Excess sail in light airs, but rudder pressure issues were a concern. Photo: Christophe Launay

The rigs have very high aspect mainsails with short booms sheeted right aft. Shifting the centre of effort of the sail further aft, combined with the move to direct steering, gives greater response to the helm. But the benefits were marred by vibrations from the rudders.

My fellow judges also experienced problems with steering, especially when sailing in anything above 15 knots, where the pressure on the helm became unreasonably heavy. Excess is investigating the issue with the design team.

Sailors coming to the Excess 15 from monohulls may find the aft helm positions more familiar. A great deal of focus has been placed on making sure there is good visibility here, by using vertical and clear coachroof windows and forward-looking cameras fed to helm displays. The running rigging leads into large tail bags close to hand, which makes the Excess 15 easy to sail short-handed, yet leaves space for crew to contribute.

For the interior, the use of wood was minimised wherever possible to create a vibrant look with lots of bright areas. Elsewhere the accommodation is conventional, available with layouts from three-cabins to suit private use through to six cabins and six heads for the catamaran charter market.

The fact that we could sail at all in such light breeze shows that the design and lighter weight of the Excess 15 pays off. But this was the performance version of the 15. It may be lighter than an equivalent Lagoon, but it is no lighter than many similar sized standard production cats. Such a concept is surely flawed if you need to add more and more sail area to encourage the weight to move.

The test boat, with all its extras, costs over €1m taxed. The money appears to go on space and gadgets rather than build or finish quality. However, a full judgement is reserved until I have seen an entirely new Excess 15 – once any teething problems have been ironed out – and have had the chance to sail it in proper winds.

Specification

LOA: 14.76m (48ft 5in)
Beam: 8.03m (26ft 4in)
Displacement (light): 18,400kg (40,572lb)
Upwind sail area: 159.5m2 (1,717ft2)
Pulse line: 171.6m2 (1,847ft2) +10%
Price: €625,000 (ex. VAT)

The post Excess 15 first look: This vibrant catamaran can sail in the lightest of winds appeared first on Yachting World.

The Dragonfly 40 is bristling with neat touches and feels much larger than a 40ft trimaran might, both on deck and below.

The latter is the result of a combination of clever design features that encourage the brain to assume there’s more volume, combined with attention to detail and taking the trouble to build in accessible stowage wherever feasible.

I was initially sceptical about the Dragonfly 40’s twin wheels, as my preference is for tillers whenever possible, which shouldn’t be an issue on a multihull of this size.

However, the execution is extremely good – there’s enough cockpit width to have good separation between the pedestals, while there’s easy access to the electric winches and to the low-profile built-in pods for MFDs and instrument displays on each side of the boat.

Another nice touch is transom hatches for the floats that enable an inflated kayak to be easily stowed inside each one. Below decks there’s a two double cabin layout, with the aft one being the more spacious, with neat solutions to make use of corners that would otherwise be inaccessible.

While the Dragonfly 40 is far from the lightest trimaran of this size, it’s impressively civilised, with an air of quality throughout, and offers the very enticing prospect of passage making at speeds of 24 knots.

Specification

LOA: 12.40m (40ft 7in)
Length (amas folded): 13.99m (45ft 10in)
Beam (sailing): 8.40m (27ft 6in)
Draught (board up): 0.70m (2ft 3in)
Displacement (light): 5,500kg (12,100lb)
Starting price: €509,000 (ex. VAT)

The post Dragonfly 40 yacht tour: This cruising trimaran can do 24 knots appeared first on Yachting World.

It would be easy to assume the toughest challenge of the Vendée Globe Race is racing a 60ft IMOCA alone, battling the elements, sleep deprived and exhausted. But for me, striving to get to the start line on a meagre budget and tight timescale, the two-year build up to the race, has caused me to dig deeper than at any other time in my life. Only 87 sailors have ever finished this race, but how many more have not made it to the start line?

The Vendée Globe is raced in IMOCA class yachts and perhaps the hardest part of entering this race is acquiring a boat to race in – a new build would cost millions. I got my lucky break in 2018 when the 20-year-old Superbigou became available for charter at a very cheap rate. Originally campaigned by Bernard Stamm in the 2000 Vendée Globe, Superbigou has made four successful circumnavigations, most recently in the 2016/7 race where she came 12th skippered by Swiss sailor Alan Roura.

When I launched my campaign in November 2018 I knew what I wanted it to look like; a well-prepared boat with a small, functional team to manage the project and allow me to focus on sailing and training. But without a title sponsor this ideal was not going to be possible.

True Brit: Pip Hare will be flying the flag for Britain in the 2020/21 Vendée Globe. Photo: François Van Melleghem

Without a boat how could you possibly convince a backer to fund your campaign, and without the backer to buy your boat how do you get started? With Superbigou I saw an opportunity to fundraise as I went. The charter fee was payable monthly and the upfront investment to get the boat sailing again was minimal as the boat was still within class after the 2016 Vendée.

The Vendée Globe race only comes around once every four years, so I decided to make it happen by delivering as much as I could alone, fundraising and building my team along the way. I had to give it my best shot, even if that meant giving it all of me.

Getting a place

In order to secure one of 34 race entries I had to finish three qualification races in 2019. Having started the year with no IMOCA experience I needed to train hard and smart with an objective to ‘compete not just complete’, building performance along the way. I designed a three-phase approach to training, using the qualification races as milestones to punctuate my learning.

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Phase one was all about an accelerated learning of the basics, and took me up to April 2019 and the Bermudes 1000 Race, where my objective was to finish. The second phase, from May to July, focussed on performance, and ended with the Rolex Fastnet Race. The final phase of last year was about building endurance over distance, working up to the Transat Jacques Vabre in November.

Superbigou is a simple but strong boat so I had no problem learning the systems. The biggest adjustment was getting used to managing the size alone – with the biggest spinnaker flying she carries over 570m² of sail.

Superbigou is also one of the most physically challenging IMOCAs in the fleet; my cockpit is tiny with little protection from the elements, all the halyards are managed on the mast so I need to go forward not just for sail changes but also for reefing, my spinnakers are all in snuffers, rather than on furlers, my winches are all top grind (I have the only IMOCA without a coffee grinder) and my canting keel is managed from down below using block and tackle onto an electric winch. There are many systems I’d love to change, to simplify or improve, and we’re addressing as much as budget will allow.

Stacking weight in the right place on the boat is crucial to performance and lugging 90kg sails around the deck is part of everyday sailing. When we’re going upwind I move them inside to the windward side of the sail locker; off the breeze they come out on deck, strapped to the quarter or on the transom. When sails are dry it’s hard work, but once they get wet the spinnakers become leaden lumps.

Fitness and strength are vital to sailing Superbigou safely and fast, so for the first time in my life I have had to incorporate weight training into my regime. Physically preparing to race the IMOCA has been a blend of endurance-building cardio work, weight training for power, and conditioning exercises to prevent injury.

I train six days a week with weight lifting in the gym and at least one hour of cardio a day. The cardio would be easy to miss out, with such long days, so wherever possible I commute on my bike or by running. I see a chiropractor once a week, and together we’re designing exercises I can do on board, which will help me to self-treat and stay injury free.

I’ve also had to adjust my diet, eating more protein and allowing myself to bulk up before races. This is not something I enjoy. Putting on weight is an uncomfortable thing to do but in the five weeks it took to sail to Brazil and back I lost seven kilos, so I can’t afford to start the Vendée lean.

My aim for the middle of last year was to work on performance, and I wanted a co-skipper who would push me during the Fastnet. I struck gold when Paul Larsen agreed to race with me.

King of speed

Paul has held the world speed sailing record since 2012 when his Sail Rocket project achieved 65.45 knots, so I’ll admit that I was apprehensive he might find me a disappointing co-skipper.

Sorting the sails for the season ahead

Throughout my sailing career I’ve had doubts about my abilities on the racetrack – especially this year, when I have been learning the boat alone without the luxury of a coach. But from the beginning we gelled well as a team, we pushed in the same way, had the same work ethic and my self confidence grew.

Working with Paul has taught me so much about priorities and where to focus my energy. He showed me that every small detail will make a difference and I have yet to meet a more positive, inquisitive, and energised person both on and off the water. I could not have asked for a better mentor.

Our Fastnet Race was the stuff of dreams; after 23 hours of racing the oldest boat in the fleet we were leading the IMOCAs on the water to the Scilly Isles. In my wildest fantasy I would never have imagined this was possible, but it made me understand that there will always be a place for good seamanship, hard work and smart tactics, no matter how old your boat.

Unexpected setbacks

The third race of 2019 was the Transat Jacques Vabre; it was my first ocean crossing in the IMOCA and represented my biggest risk for the whole year. Superbigou was in serviceable condition but tired, I needed to sail 10,000 miles from France to Brazil and back, keeping the boat in one piece.

It was not just vital to finish the race and secure my qualifying mileage, but I also needed to get the boat back in good time for a refit before Christmas. I was torn between wanting to compete and needing to keep the boat safe.

Just three weeks before the start my co-skipper broke his arm and I was left with no partner to race with. It seemed like I was being challenged with a new problem every day. After a lot of organisation, the race committee agreed the Dutch sailor Ysbrand Endt could join me as co-skipper.

I arrived at the TJV race village stressed and tired, with a boat that needed preparation. But I was supported by a crew of dedicated volunteers who grafted through the days to get us race ready. In a testament to their efforts, I had no breakages or gear failures over the 10,000 miles of sailing that followed. My boat was prepared with passion and it showed.

Celebrations with last-minute co-skipper Ysbrand Endt at the finish of their Transat Jacques Vabres. Photo: Jean-Marie Liot/Alea

The TJV and delivery home was the perfect ending to my year. The race itself ended with a five-day match race against Alexia Barrier and Joan Mulloy in a similar aged IMOCA. After nearly 5,000 miles of racing we finished just 11 minutes apart.

It was utterly rewarding to spend five weeks at sea in my boat. I tuned into to it, learning the different sounds and feelings, growing more confident with every mile under the keel. I learned that Superbigou loves to be pushed and will pay back effort with performance. I became braver and finished the year feeling like a competitor and with enough miles to secure my place on the Vendée Globe start line.

The emotional cost

This pace of life has taken its toll. I’m tired and at times it has been lonely, carrying all of the risk, stress, and sheer volume of work on my shoulders.

Finishing the TJV in November qualified Pip for the Vendée Globe. Photo: Jean-Marie Liot/Alea

It is totally ironic that I am so at peace on the ocean alone, but the responsibility I’ve had to manage on shore has been isolating in the extreme. I’ve not had time or capacity to consider anything outside my own campaign. I often feel guilty about neglecting the people I care about and reticent to share my problems as I don’t want to burden them with it.

But every day I’ve moved forward, focussing on priorities for that moment. I make small objectives to get me to the next stage and find a way around obstacles. The trick is not to look up.

I’ve only ever retired from one race in my life and I will never accept a negative status quo when racing, it seems that I am tougher, more direct, less compromising when in race mode and I’ve tried to channel that part of my personality to keep things going ashore.

Pip manages her own campaign, often with the help of volunteers. Photo: Richard Langdon

The M word

I’m working with the smallest budget of any Vendée competitor. I set my fundraising goal at £1.2 million to deliver the best race I was capable of. That would allow me to employ a small team of professionals to support my campaign, and include a new sail wardrobe and upgrades to onboard equipment as well as the costs of racing for the two years prior to the Vendée Globe. I knew that finding the ‘big ticket’ corporate sponsors was going to take time and so I needed a strategy that would allow me to get moving from the beginning.

I have a three-tier approach to my funding: crowd funding; a business syndicate; and corporate sponsorship. When I launched the campaign I set up a crowd-funding appeal and was absolutely blown away by the generosity of people all over the world. Donations from the general public raised over £40,000.

My business syndicate is a plan I created following several conversations with local businesses in Poole that were keen to support me but did not have the capital for a corporate sponsorship package, which starts at £10,000. Business Syndicate membership costs £5,000, payable in monthly installments, and these memberships have covered my monthly basic costs.

Superbigou gets a new Pip Hare Racing branded vinyl wrap

The return to members is not branding but experiential, including regular talks and open days on the boat to which members can invite clients and employees. These early investors have made my last year possible and I will be forever in their debt.

Corporate sponsorship packages are the big-ticket items: title, gold, and silver level sponsorships, which will eventually get to brand the boat. It was obvious from the start of 2019 I’d have to compromise on my ideal budget, the objective was to qualify for the Vendée and to get racing and I had to work with what I had in any given moment. I’d need to make tough decisions on what to spend my money on.

One immediate saving I could make was to manage the entire project myself until I’d raised the funds to employ a team. This would mean working full-time and without salary for as long as it took. So I found a lodger and have lived off my savings for the past year, working solely on my Vendée campaign. The workload has been immense and diverse, ranging from updating my website to wiring in wind instruments at the top of the mast.

Talks, presentations and press conferences… a long way from the water but all in a day’s work for Pip Hare as she raises funds for her Vendée campaign

When the workload has been too great for one person I have appealed for volunteers and both friends and strangers have responded giving their time for free, cleaning, carrying, sorting, sanding. I’m not used to asking for help and it’s been a big mental shift to make this step but every time I have asked, help has been given. In this way I have been carried through the year.

Through a lot of hard work and juggling many balls I was able to deliver my first year for just under £350,000 (in cash and value in kind). There’s no escaping the fact I still need to raise a large amount of cash to compete. My winter refit is critical to reliability and over the next year I need to step back from the day-to-day running of this project and focus on my own preparations.

A huge part of my time now is taken up looking for sponsorship; phone calls, emails, meetings. I chase down every lead, I try every opportunity. It’s already the toughest part of what I do and for a shy introvert who hates the idea of self-promotion it is harder than you could possibly imagine. I am driven by my passion for this race, but the act of asking, selling and promoting is more draining than anything else I do.

Is it worth it?

Why put myself through this stress and exhaustion? Why push myself so hard for so long? The constant joy and grounding force of the last year has been the time I have spent training afloat. I’ve loved every minute of sailing this year, and I have grown as a sailor.

I have connected with my boat, I can tell from below decks what tweaks need to be made when we fall off the pace, I’m altogether casual about sleeping when we are cruising at 20 knots. The energy and excitement I feel when pushing the boat hard is incredible.

Sometimes I look up at the 29m mast and I think: ‘This is madness’ – to race this boat alone, non-stop around the world, being forced to perform for three months solid. But it’s the magnitude of this event that appeals to me. It is forcing me to be the best version of myself. It is pushing me to improve and to endure at every level. Who would not want to do that?

How to qualify for the Vendée Globe

This year’s race is a sell-out. Vendée Globe skippers are allocated places on the following criteria, in order of priority:

1. Skippers who completed the 2016/17 Vendée Globe.
2. New build IMOCAs (declaration of build must be post 2017).
3. Cumulative mileage sailed in IMOCA Globe Series races (double-handed race mileage counted at 50%).
4. Four wild cards: these entries may be chosen by the committee and given places in favour of any other skippers who have qualified through the above system.

Pip’s journey to the Vendée

I’ve been a professional sailor since leaving school and, although I love all sailing, my real calling is solo ocean racing. I first read about the Vendée Globe when I was a teenager living in land-locked Cambridgeshire and since then have dreamed of competing in the race.

Eleven years ago, I started on that road by taking part in the OSTAR, a single-handed transatlantic race, and since then I have steadily worked my way through the short-handed racing ranks, competing in Minis, Class 40s and finally securing my IMOCA at the beginning of 2019.

First published in the May 2020 edition of Yachting World. You can find out more about Pip’s campaign and support her in the Vendée Globe at: piphareoceanracing.com

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The first Dufour since the company’s merger with Fountaine-Pajot was launched alongside re-branding to focus the range at a younger and more active audience. This also repositions the Dufour range in a more premium part of the market in which quality finishes and good performance are important.

First impressions are of a big and well-appointed boat with excellent accommodation at an attractive price. The interior is accessed via a wide and easy companionway with a minimal bridgedeck, so it doesn’t feel as cut off from the outside as on many monohulls with a space-efficient interior layout.

This model is offered with up to six cabins (plus optional skipper’s quarters forward) for the charter market. However, the show boat had a more typical and commendably spacious three-cabin/three-head owner’s layout. This includes a large full-width galley at the forward end of the saloon.

The Felci-designed hull has a long, soft chine aft and conventionally shaped bow sections, rather than the wide flare above the waterline forward seen in some recent French designs. On deck there are three distinct versions, including a very pared down Easy model and high spec Performance package with cockpit mainsheet traveller and optional carbon rig.

The boat on display at the Düsseldorf show was the Ocean version, intended to appeal to the bulk of private owners, with a coachroof traveller, sheets led aft to the helm stations and halyards handled at the companionway.

The intention is to build some 60-70 boats in the first 12 months, with the Dufour 530 followed by two further new models in the next 18 months. The first of these will be a 61-footer, scheduled for launch at this year’s Paris boat show.

Specification

LOA: 53ft 7in (16.35m)
LWL: 50ft 10in (15.5m)
Beam: 16ft 4in (4.99m)
Draught: 6ft 5in, 7ft 6in or 9ft 2in (1.95m, 2.30m or 2.80m)
Displacement: 17,774kg (39,200lb)
Base price: €300,700 (ex. VAT)

The post Dufour 530 yacht tour: This new model boasts volume and versatility in spades appeared first on Yachting World.

The Saffier SE27 Leisure builds on a long legacy that includes 160 SE26s delivered over the past decade. And it combines it with the modern styling of the Saffier SE37 Lounge, a distinctive high-end daysailer, which was one of the stand-out launches at the Dusseldorf boat show when it premiered two years ago.

That said, Saffier was amazed by the reception for the new design, saying it had never sold so many boats pre-launch. “We wanted to add speed to single handed sailing,” says Saffier’s managing director Dennis Hennevanger, adding how pleased they were with the light displacement of 1,750kg. The standard fit electric pod propulsion system and battery saves 100kg over a diesel equivalent for instance.

The SE27 Leisure is another design with a large multi-purpose cockpit that offers a huge amount of lounging space. But don’t be deceived by this – the layout is primarily configured to be efficient to sail, whether single-handed or crewed. And the lines are hidden but above deck to keep the interior dry, with commendable tail stowage.

Originally Saffier planned to offer a choice of wheel or tiller steering, but the configuration of the boat with the large, custom made carbon wheels looks as though it will work so well this will be the standard arrangement. Below decks there’s minimal headroom, but the SE27 is neatly fitted out with seating, bunks, a small galley and open-plan toilet facilities.

Specification

LOA: 8.2m (26ft 9in)
Beam: 2.6m (8ft 6in)
Draught: 1.4 or 1.6m (4ft 6in or 5ft 3in)
Displacement: 1,900kg (4.190lb)
Price from: €74,500 (ex. VAT)

The post Saffier SE27 Leisure: This beautiful daysailer is something special for the weekend appeared first on Yachting World.

The 41DS is the smallest boat in Hanse Group’s Moody range, which also includes 45ft and 54ft deck saloon designs with living areas arranged around a single level ‘monomaran’ style concept.

The Moody 41DS also introduces fresh styling and engineering, with the all-round panoramic glazing of the deck saloon made of seamless laminated safety glass.

The combined deckhouse roof and cockpit hard top are supported by only four aluminium mullions, creating a genuine all-round vista from the shelter of the saloon.

In addition, an ultra-deep bulwark topped by solid stainless steel railings creates a safer and more secure experience when moving forward on deck to that of conventional sailing yachts.

The large sheltered cockpit is an almost integral part of the living space, while a double sunbed, plus two-seater settee ahead of the mast provide a separate socialising area when necessary.

A double owner’s cabin, plus convertible double/twin cabin and either one or two heads completes the accommodation on a lower level.

Specification

LOA 12.52m 41ft 1in
LWL: 11.42m 37ft 6in
Beam: 4.20m 13ft 9in
Draught: 1.85m 6ft 1in
Displacement: 15,700kg 34,612lb
Starting price: €399,000 (ex. VAT)

The post Moody 41DS yacht tour: This comfortable cruiser is bigger on the inside appeared first on Yachting World.

The latest Hallberg-Rassys combine markedly more space with a newer-generation hull shape and twin rudders, yet still retain the brand’s hallmark style and attributes.

This centre-cockpit model has a genuine 40ft hull length and almost the same beam as the HR44 that launched three years ago. Impressively, the HR40C offers equal space in the saloon, galley and aft cabin areas as the larger yacht too.

The key differences are therefore in the forepeak, where there’s a smaller, though still respectable, guest double cabin, but no option for an additional twin berth Pullman-style cabin.

Specification

Hull length: 12.30m 40ft 4in
Beam: 4.18m 13ft 9in
Draught: 1.92m 6ft 4in
Displacement: 11,000kg 24,250lb
Price: SEK4,080,400 (approx £327,000) ex. VAT

The post Hallberg-Rassy HR40C: See inside the Swedish yard’s “best ever” build appeared first on Yachting World.

Bavaria’s C-series, first launched two years ago, marked a step change in design thinking and styling for the company, some of whose models had arguably started to look staid.

Cossutti Yacht Design is responsible for the C42’s hull, which has obvious chines, with plenty of topsides flare right aft to reduce wetted surface area in light airs and allow for a single rudder.

Nevertheless, maximum beam at deck level is carried almost right aft. The extra topsides flare in the bow and stern sections aid stability as well as increasing interior space, with all cabins benefitting from large berths.

A proportionately larger sail plan than those of earlier Bavaria models should deliver better performance in light airs and reduce the amount of time spent under power, especially if the 85m² Code 0 and 140m² asymmetric are specified.

The two-spreader rig is fitted with a backstay tensioner, while the standard self-tacking jib can be replaced by a larger conventionally sheeted headsail.

Specification

LWL: 39ft 4in (11.98m)
Beam: 4.29m 14ft 1in
Draught: 1.70m- 2.10m (5ft 7in-6ft 11in)
Displacement: 9,678kg (21,336lb)
Price: €151,584 (ex. VAT)

The post Bavaria C42 yacht tour: Inside the boat they queued for hours to see appeared first on Yachting World.

The Swan 54 is designed as a pure bluewater cruiser that is ideally suited for a couple. It uses the hull mould of the Swan 53 (a 2005 Frers design), but the rest of the boat is completely reconfigured to give a more contemporary look and feel. But is Nautor’s decision to re-use an old design a step backwards, or is it just sensible to recycle proven lines?

A four-cabin layout is available, but the three-cabin layout is standard. Yet as this boat is very much aimed at couples, there is also a two-cabin model, which includes a large office.

Owners can also specify a chart table that splits the saloon sofa, as well as a third heads and a crew cabin.

Our verdict

When we first saw images of this 54, it was a little underwhelming, looking slightly dated by today’s standards.

However, it is clear from the enduring popularity of the Metre and J Class yachts that many sailors still yearn for more classic lines. Perhaps Nautor’s Swan is going for retro appeal with its renewal of an old model, or perhaps this is simply a sweet hull that had no need of a redesign. The reasoning matters not.

The Swan 54 is a dependable boat for couples looking to live aboard or cruise long distance – and particularly those looking for an aft cockpit model to suit stern-to berthing and warm climates.

With its quality build and finish its value is sure to hold up well.

In a year that saw Swan launch an array of very modern yachts: three 115s, a 95, a radical new one-design, plus announce a 78-footer, news of a return to the type of serious bluewater cruising yacht that made this yard’s name is particularly welcome.

Specifications: Swan 54

LOA: 16.48m (54ft 1in)
LWL: 14.40m (47ft 3in)
Beam (Max): 4.75m (15ft 7in)
Draught: 2.44m (8ft 0in)
Disp (lightship): 22,000kg (48,501lb)
Ballast: 8,200kg (18,078lb)
Sail Area (100% foretriangle): 142.8m2 (1,537ft2)
Berths: 5-6
Engine: 110hp Yanmar shaftdrive
Water: 730lt (161gal)
Fuel: 600lt (132gal)
Sail area: displacement ratio: 18.5
Displacement: LWL ratio: 205
Price (ex VAT): €1.1m
Design: German Frers

Pictures and video shot by Richard Langdon, Ocean Images. The full eight-page test is in the  Yachting World August 2017 issue.

The post Swan 54 new yacht test video – a return to Nautor’s bluewater roots appeared first on Yachting World.

This first video of heavy weather sailing is our from our Storm Sailing Series with Skip Novak. It was probably the most ambitious project Yachting World has ever undertaken: to head for Cape Horn with high latitudes doyen Skip Novak to make a series on Storm Sailing Techniques. Here is one of our most popular videos, rounding Cape Horn in Storm Force 10 conditions…

Hallberg Rassy are known for being heavy, sturdy, seaworthy boats.  This video shows Hallberg Rassy 48 Elysium in heavy weather off Cape Gris Nez, northern France in 2014. The yacht seems to be handling well, able to use a Raymarine lineair 7000 autopilot depsite the conditions.

This compilation is from the BT Global Challenge round the world race, a crewed race westabout the prevailing winds in one-design steel 72-footers. It took amateur crews upwind through the Southern Ocean from Cape Horn to New Zealand and from Australia to Cape Town. This footage shows some of the weather they experienced and what the crews endured – and watch out for some footage of the race leaders fighting it out under trysail during a severe storm in the Cook Strait in New Zealand.

Single-handed sailor Berthold Hinrichs sailing in Hinlopenstretet. It is the 150km long strait between Spitsbergen and Nordaustlandet in Svalbard, Norway and can be difficult to pass because of pack ice.

A fun compilation video of sailing in strong breeze including 2 wipeouts, 1 dismasting and 1 guy going for a swim…

Our last example comes from popular YouTube channel Sailing SV Delos, as the crew tackle a 50-knot gale on the crossing to Madagascar. Skip to 8:00 for the stormy stuff:

If you enjoyed this….

The post Video: 6 of the best heavy weather sailing videos appeared first on Yachting World.

Catana now has two distinct styles in its catamaran range and this new 53 very much shares the newer, boxy, angular design of the larger models (62, 70).

The smaller and more traditional looking 47 and 42 will presumably follow suit in time.

The aesthetics and high topsides help create good bridgedeck clearance and plenty of accommodation (and height) in the hulls.

Catanas are built for long-range cruising but with a performance edge, hence they have a relatively light displacement and stiff build policy including the use of long, curved daggerboards.

Catana builds its hulls and decks in foam sandwich infusion and uses carbon fibre around critical areas like chainplates, stiffeners and the mast base as well as for the coachroof.

The 53 has a flush-level bridgedeck, on which saloon, galley and cockpit share a wonderfully spacious open-plan layout. Of note are the huge front windows that include large opening sections to negate the need for air conditioning when there is breeze.

The saloon includes a small forward-facing navstation and the galley has a practical island or U-shape layout.

The three cabin accommodation (plus option for crew cabin in the starboard forepeak) felt very spacious.

Catana 53 specifications

LOA: 16.18m (53ft 1in)
Beam: 8.65m (28ft 5in)
Displacement: 14T (30,865lb)
Draught: 1.43m to 3.60m (4ft 8in to 11ft 10in)

Price: €1.1m ex VAT

www.catana.com

Catana 53 specifications

LOA: 16.18m (53ft 1in)
BeamSelect Files: 8.65m (28ft 5in)
Displacement: 14T (30,865lb)
Draught: 1.43m to 3.60m (4ft 8in to 11ft 10in)

Price: €1.1m ex VAT

The post First look video tour aboard the Catana 53 – a performance cruising cat for long-distance sailing appeared first on Yachting World.

Neel has found a clever niche offering the performance benefits of a trimaran with the type of accommodation offered in a cruising catamaran. This new trimaran, the Neel 51, was the most talked-about multihull at La Grand-Motte boat show in April, and of the year so far.

The La Rochelle company argues its trimarans are more stable than cruising catamarans. Cats, it says, reach their peak righting moment at 12º heel, beyond which sail needs to be reduced.

That peak for a tri, however, is not until 27º heel – an unusually steep angle for cruising. Neel also argues that trimarans are faster, particularly upwind, thanks to a more rigid forestay (attached to centre hull) and more central weight management.

The Joubert-Nivelt design incorporates the best assets of Neel’s previous 45 and 65 models – that of performance and comfort in a bluewater family yacht – and adds even more space for its size.

The Neel 51 is quite a beast in the flesh. Her 9m beam (26cm wider than a Lagoon 52) helps support Neel’s signature coachroof design above the hulls and contributes to sumptuous living space.

Fine reverse bows give confidence in her ability to perform. Neel argues the 181sq m upwind sail area on the 51 is larger than any other equivalent cruising cat – yet its 107sq m usable space (living and storage combined) is much larger than competitors too.

This design primarily targets living space however. A focal point of the 51 is its sliding doors that stow away completely to leave an open, single-level cockpit and interior saloon. It is a concept that Neel has dubbed ‘cockloon’ – a strange-sounding word that fails to significantly differentiate this from the likes of catamarans by Bali and Nautitech, which are also based on these open designs.

The word does, however, help draw attention to a wonderfully large inside/outside saloon area. Neel President Eric Bruneel pointed out how the stiffness of three hulls allows for such a wide open bulkhead.

“We really wanted to have the cockpit working with the saloon,” he told me. Unfortunately, the downside of his ‘cockloon’ solution is the small external cockpit space.

The main deck level includes a vast galley forward (with prime views), and, as per past Neel models, the owner’s cabin shares this amazing deck-level outlook. The other three double cabins are all large and each comes with its own heads. Two forward berths can also be specified.

I particularly appreciated the mechanical/engine room below the saloon. It is like a ship’s engine room, with 7ft headroom, plumbing on one side, electrics to the other and the single saildrive contained in its own area aft. Bruneel argues that one prop pushing one hull is more efficient than typical catamaran set-ups and says the 75hp saildrive propels her at a cruising speed of 9 knots.

Fitted-out on the water the Neel 51 weighs 15 tonnes – over 10 tonnes lighter than the Lagoon 52, but a similar weight to the new Catana 53. The first 51 to launch reportedly achieved 290 miles in 24 hours during the first delivery, with jib and three reefs – and will hit the mid-teens with relative ease.

Neel’s build quality has also seen much-needed improvement with this new model. The three hulls are infused in one shot. That requires ten days to prepare the 160sq m of moulds for a two-hour infusion. As Bruneel admits, it’s a big step-up in technology for them.

Neel has built 23 of its 45ft model and is now building one boat every two months in its new La Rochelle facility.

Neel 51 Specifications

LOA: 15.60m (51ft)
Beam: 8.9m (29ft 2in)
Draught: 1.50m (4ft 9in)
Displacement: 14 tonnes

Price: €700k ex VAT

www.neel-trimarans.com

Neel 51 Specifications

LOA: 15.60m (51ft)
Beam: 8.9m (29ft 2in)
Draught: 1.50m (4ft 9in)
Displacement: 14 tonnes

Price: €700k ex VAT

The post Three hulls better than two – how the Neel 51 trimaran is challenging its many twin-hulled competitors appeared first on Yachting World.

The bitterly cold wind is cutting through my four layers of technical clothing as though they are made of mesh – the instruments tell me the water temperature is 4ºC, something I well believe when clutching the steering wheel with numb fingers.

I’m aboard the new and comparatively modern Hallberg-Rassy 44, conducting a two-day test during the Swedish winter – but despite the Arctic conditions, looking at my surroundings it is impossible to feel hard done by.

Take a look at this short test video shot in Sweden by Rick Tomlinson:

Launched in April last year, the Hallberg-Rassy 44 marks a serious step-change for this long establish bluewater boat builder, with a new German Frers hull shape that suggests more powerful sailing performance. This may appeal to a growing group of customers that aspire to cruising 200-plus miles per day, but is this new shape really what Hallberg-Rassy owners want? Will the new features (such as twin rudders) be a bridge too far from the traditional views of seaworthiness?

Breaking with tradition

I spent two days aboard Magnus Rassy’s own HR44 on a mini-cruise around the archipelago just north of Gothenburg to find out just how different this new boat would be. Living on board I would get to test every element of this boat to see how well the traditional Hallberg-Rassy values would sit inside their new skin.

Cruising in Sweden for long summer days, easy sailing and as much solitude as you might wish

From a distance the hull shape of the HR44 looks more akin to a modern cruiser-racer. The bow is blunt and topped off with a short integral bowsprit and anchor roller.

The foredeck is long and clear, there are wide empty side decks spanning a centre cockpit and a roomy aft deck. The topsides are sheer and beam is carried aft to a wide uninterrupted transom with a minimal nipping-in above a waterline that reveals the tops of twin rudders.

The more I looked at this hull shape the more I liked it and it made me realise what a departure this is for such a traditional yard. The bluewater cruising community may have fallen into a bit of a rut with the accepted wisdom of what is ‘right’ for taking on the oceans and previous HR models have followed more or less similar lines.

It takes a bit of adjustment to accept this long legged shape. But the closer you get, the more the trademark Hallberg-Rassy elements come into focus, including the blue stripe, built in rubbing strake, deck house and centre cockpit with windscreen.

Hallberg-Rassy 44 specifications

LOA: 13.68m (44ft 11in )
LWL: 12.88m (42ft 3in)
Beam (Max): 4.20m (13ft 9in)
Draught: 2.10m (6ft 11in)
Disp (lightship): 13,300kg (29,321lb)
Ballast: 5,300kg (11,684lb)
Sail area (100% foretriangle): 106.2sq m (1,143sq ft)
Berths: 6–10
Engine: 75hp Volvo Penta
Water: 650lt (143gal)
Fuel: 365lt (80gal)
Sail Area to Displacement ratio: 19.2
Displacement to LWL ratio: 173
Price: 4,599,500 SEK (£401,277 ex VAT)
Test boat: 5,600,000 SEK (£488,564 ex VAT)
Design: German Frers

Full test in Yachting World, June 2017

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A moment of history was revisited on the banks of the River Hamble in April when the Whitbread maxi Maiden returned home. It was from here she set off on the round the world race in 1989 with skipper Tracy Edwards and an all-female crew.

The 58ft maxi went on to win two legs and finish 2^nd overall in the race and when Edwards and her crew sailed back into the Solent to the finish in May 1990 –  as on previous legs they were dressed in swimsuits – their arrival made headlines.

Almost 28 years on, the yacht has changed hands several times and ended up abandoned in the Seychelles, where Edwards tracked her down in 2014. Edwards has worked since then to raise the funds to bring Maiden back to the UK for restoration.

The yacht arrived in Southampton by ship and was towed round to Hamble Yacht Services where she will be undergoing an extensive refit before being relaunched in time to take part in the Volvo Ocean Race Legends regatta. This celebrates yachts that have featured in the Whitbread/Volvo since 1973 and will run over the same course as the last leg of the race from Gothenburg to The Hague in June next year.

Maiden is in very poor condition, lacking a mast and most serviceable deck fittings. Down below is even worse, says Edwards. “She’s a bit sad – it looks like she’s been vandalised.”

But after her year-long refit and the Legends Regatta, she will go on to a new mission in keeping with her original role of empowering women. “She will do a three-year world tour to raise funds and raise awareness for women’s education in developing countries. Something that Maiden stood for was enabling girls doing what they are capable of doing.

Maiden craned off the ship she was transported home on at Southampton docks

“We were a motley bunch but we came together because we were given an opportunity and we had lots of help, people telling us we could do it, and that’s what we want for every girl, in every country that doesn’t have an education yet.”

The funding for the project, which is called The Maiden Factor, has come from Princess Haya Bint Al Hussein, daughter of King Hussein of Jordan, the original backer of Maiden and, recalls Tracy, “the only person who stepped in to make Maiden happen.”

Read more at www.themaidenfactor.org

The post Tracy Edwards’ Whitbread maxi Maiden returns home for ambitious new project appeared first on Yachting World.

The Düsseldorf Boat Show in January presented the opportunity to have a good look over the latest and largest new models from Hanse – a yard renowned for producing trendsetting large production yachts with contemporary deck and interior layouts.

The new Judel/Vrolijk designed 588 and the flagship 675 – the first of which launched a year ago in Turkey – are similar to each other in style and format.

Introducing Hanse 588

For the 588, Hanse used the same hull mould of its enormously popular 575 (which it has kept in production), with a modernised interior and deck plan.

Both new models offer dinghy garages for different sized Williams jet tenders, flat decks with plenty of sun lounging space, and options for wet bars and grills in the cockpits.

Both cockpits are designed for socialising and entertaining, offering plenty of space, plus hard-top style biminis that promote outdoor living during the day or evening.

“As builders we spend years on design and build, only for local yards to then retrofit a sprayhood and bimini – which can look ugly,” says Dr Jens Gerhardt, CEO of Hanse Yachts.

Hanse’s answer is the hard top on the 675, which includes a soft central bimini section that slides open. The structure is designed to support the mainsheet traveller, and can incorporate lights and speakers.

Owners can also choose to mount as many as three 21in multifunction screens in the cockpit for use as plotters or TVs, complete with surround sound speakers.

Introducing Hanse 675

Below deck, a large proportion of the huge (30sq metre) saloon on the 675 is reserved for the L-shape sofa – part of the dining area to port.

“It’s a modern way of looking at it as a chill-out saloon,” says Dr Gerhardt, however, this does create a large open space at the base of the companionway, which could be tricky to negotiate when the yacht is heeling. A large electric skylight offers additional ventilation.

The layout of the 675 caters for a crew of three with a complete separate living area aft, minimising disturbance for the guest areas.

The interior of the 588 is a step up, compared to the 575. This includes a ‘silent master cabin’, which is located away from all noise-making appliances and surrounded with acoustic insulation, plus a novel, round stone shower in the master en-suite.

Starting at €600k less than the 675, the 588 is bound to be popular choice.

Prices ex VAT: €399,000 and €999,000. www.hanseyachts.com

Dimensions: Hanse 588

LOA    17.20m (56ft 5in)
LWL    15.15m (49ft 8in)
Beam    5.20m (17ft 0in)
Displacement    19,800kg (43,651lb)

Dimensions: Hanse 675

LOA    21.10m (69ft 2in)
LWL    19.20m (63ft 0in)
Beam    5.90m (19ft 4in)
Displacement    34,500kg (76,059lb)

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