The world of high-performance cruising catamarans is currently undergoing a radical evolution. For decades, the segment was strictly defined by speed and lightweight, minimalist construction. Now, technological advancement, and a new focus on sustainability is driving builders to reinterpret what a fast multihull can be.

From the legendary Gunboat launching a radical new ‘Gran Turismo’ line designed for comfort over ultimate pace, to the eco-conscious innovations of Windelo and the superyacht-quality ambition of the new Dutch builder Holld, the focus is shifting.

This year’s yachting festivals provided a clear snapshot of this dynamic new market, showcasing performance cats that put volume, lifestyle, and ecological efficiency squarely alongside speed. With new models like the voluminous Gunboat Fusion 80 and the versatile Leopard 52 offering owners more luxury, livability, and operational flexibility than ever before, the defining lines of the performance multihull are being redrawn. Get ready to explore the exciting new generation of cruising catamarans that are built not just to sail fast, but to live well.

Gunboat Fusion 80

First, a Gunboat with a flybridge, and now a new line of voluminous flybridge cruisers…

Gunboat was/is the reference point in performance cruising cats. It didn’t just set the bar, it invented it. As Gunboat models evolved and were increasingly turbocharged, they became more elite cruiser-racers.

To see the now french-owned brand move into a new high volume market sector will no doubt raise many eyebrows, but together with design partners including VPLP and Christophe Chedal-Anglais, Gunboat has done its homework.

“We’ve led the fast cruising market for 25 years, but now owners have been asking for more,” marketing director Rodolphe Cadoret announced at the unveiling of this Fusion line in Cannes. “It’s time to bring something else to the market.”

That something else is a ‘Gran Turismo’ range that puts an emphasis on the lifestyle experience – intriguing, especially as Gunboat already has a 72ft flybridge model (No.5 in build).

Managing partner Benoit Lebizay confirmed the 72 fly was a “shy move towards this area… and see that the market is not only ready to accept this, but now demands it.”

So Fusion extends Gunboat into the realm of more comfort. “We want to focus on sailing early [from 6 knots], but top speeds are not important. The 72 is already too fast for some owners for a flybridge cat. To get to double digits quickly is capturing that essence,” Lebizay continued.

The Gunboat Fusion 80 will not need to keep such an eye on paring down to save weight – but will still be around 20 tonnes lighter than big cats of a similar size

The development team picked a figure in the middle of the weight sector – meaning 50-55 tonnes fully loaded, rather than the 32 tonnes of the GB72, or the 75 tonnes loaded figure of other cruising cats this size.

Construction will be in infused composite rather than Gunboat’s typical super light pre-preg carbon cats. “We can afford to not use honeycomb furniture and can offer more perceived quality,” Lebizay added. As a comparison, the 10m2 master cabin on the 72 is 19m2 on the Fusion 80. As well as this vast suite with its direct sea access, other key features include the large flybridge and forward cockpit with steps that lower to the sea.

Sensing people’s loyalty to the original Gunboat ethos, Lebizay compared the move to the automotive sector, explaining how the example they used internally is Porsche’s Cayenne model (a crossover SUV introduced over 20 years ago) – the german manufacturer took on that brand risk, yet succeeded in extending it into a new segment.

The first Fusion is an 80, pitched at the biggest expected growth area. “Gunboat is always going to be in the crewed boat area of 70-80ft… the idea is to do a range of Fusion because we want to combine two things that have been antagonistic – performance at one end and comfort at the other. This brings them together at the next level.”

Gunboat Fusion 80 specifications

LOA: 24.00m 78ft 9in
LWL: 23.95m 78ft 6in
Beam: 11.07m 36ft 3in
Draught: 2.20m-4.06m 7ft 2in-13ft 3in
Sail area (upwind): 295m2 3,175ft2
Price from: €13.5m ex VAT

Windelo 58 & 62

Think back over the explosion of performance cruising Catamarans in recent years, and a brand that sticks out for good reasons is Windelo. This Canet-en-Roussillon startup yard formed in 2019 with a focus on innovation, particularly with regard to using more sustainable materials and systems.

As well as its thorough research into and use of basalt fibre, recycled foam, green energies and electric hydrogenerating drives, these Christophe Barreau designs are also refreshingly different. Not only do they use a garage-style door aft to promote a vast and seamless indoor/outdoor space with a formidable amount of glazing and surround views, the forward helm and cockpit layout help set them apart.

I really came to appreciate the benefits of handling the original Windelo 50 from this position, one of the least pitching by the mast base. Minimal leads are needed for the lines, which aids short-handing, and the cockpit and helms are in easy social connection to those you’re sailing with. Therefore, while Windelo is currently building sports versions of its 55, it makes sense to see it maintaining the majority of these design features and material choices for its new range of 60ft cruisers, the 58 and 62. Both are conceived for private ownership or for use with a skipper/small crew.

The greenest motive power is the wind, so the new Windelo models are designed to sail in very light breeze.

Although powered by green energy, the most ecological measure is to sail as much as possible, hence these new models are designed to sail in as little as four knots of wind, thanks to lightweight fine hulls, lifting boards, and powerful rigs. “We wanted boats that offer more space, more comfort, and more autonomy — without compromising performance or sustainability,” designer Christophe Barreau explains.

The interiors have received an uplift in quality, thanks to a new partnership with automotive design specialists Stellantis. Both models offer up to five cabins (four of which are en suite on the 58) and the option for crew cabin access direct from the cockpit.

Windelo 58 specifications

LOA: 17.68m 58ft 0in
Beam: 9.48m 31ft 1in
Draught: 1.35m-3.00m 4ft 5in-9ft 9in
Displacement: 18 tonnes
Price: €2,100,000

Windelo 62 specifciations

LOA: 18.88m 62ft 0in
Beam: 9.48m 31ft 1in
Draught: 1.35m-3.00m 4ft 5in-9ft 10in
Displacement: 22 tonnes
Price: €2,550,000

Holld 74

We introduced this new dutch brand in our October issue, and then had the chance to meet the team and designer behind it at the Cannes Yachting Festival in September. The founders of the Zwartsluis yard have known and worked together for many years doing specialist composite work for neighbouring superyacht builders such as Vitters, Royal Huisman and Feadship. They’ve set themselves up as the only dutch carbon Multihull manufacturers, specialising in superyacht quality. Holld offers performance cruising catamarans that can be sailed with small crews.

“We want to bring our superyacht quality into high-performance cruising catamarans that can be short-handed,” says Holld’s Anneke Harms. The 74 is an Elliot Thorne design being built on spec with an expected launch at the end of next year. Aimed at owners downsizing from superyachts who don’t want big crews, 74 is the maximum you can handle with a small crew, Holld argues.

Stub keels are preferred over daggerboards as they’re easier and more practical, without taking interior space, for a small trade-off in performance. That said, the design could accommodate boards if an owner so desired.

These semi-custom cats are highly advanced technical builds, hybrid-ready, and with modular interiors. They use one-shot infusion in negative moulds, with all parts in infusion too, and the yard has an ‘obsessive focus on precision’.

Holld 74 specifications

LOA: 22.50m 73ft 20in
LWL: 22.00m 72ft 2in
Beam: 10.20m 33ft 6in
Draught: 1.45m 4ft 9in
Displacement: 23.95 tonnes

Leopard 52

Cannes marked the world premiere for the Leopard 52, a three- to six-cabin model, with multiple layout options to offer the most versatile appeal, whether for the owner-operator liveaboard or as a dream charter boat.

Leopard, The Moorings and Sunsail, together with their long-term builders Robertson & Caine and designers Simonis Voogd, make for a team not lacking in experience and feedback, having built 246 of the previous 50ft model. Impressively, the base price of this new replacement remains the same.

This 52 is not only ‘bigger everywhere’ but is designed to also deliver improved sailing performance over its recent smaller sistership 46. And despite the vessel’s size, it’s already proved it can sail in just light single figure breezes. Fine bows, stepped hulls, deep keels and a tall mast with optional square-top main (17% extra upwind sail area) all help contribute to this performance.

New Leopard 52 is ‘bigger and better’ than ever – but is priced the same as the previous model

The show boat had the hybrid electric JOOOL power set up installed (€170,000 extra), which is capable of regenerating power under sail, while 57hp diesels come as standard.

The indoor/outdoor configuration will draw appeal, as will the number of different relaxation spaces, including Leopard’s trademark forward cockpit. The wide range of layout possibilities helps it suit private, bareboat or crewed charter use. The port hull in particular is clever as it can be chosen with a VIP or crew cabin with private aft entrance, or with a huge utility cabin fore, aft or both that liveaboards will cherish, while every cabin can have its own en suite.

Leopard 52 specifications

LOA: 15.75m 51ft 8in
LWL: 15.31m 50ft 3in
Beam: 8.16m 26ft 9in
Draught: 1.45m 4ft 9in
Displacement: 20.52 tonnes
Price: €899,000 ex VAT

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The post Bigger and better? Meet the high-performance multihulls appeared first on Yachting World.

Got a need for speed? The last year has delivered an explosive fleet of new performance yachts designed for one thing: getting there first.

Designers are leveraging every ounce of technology, from prepreg carbon fiber construction to optimised IRC/ORC configurations, resulting in some of the most dynamic and competitive yachts we’ve seen in years.

Whether you’re looking for a double-handed weapon or a grand-prix dominating maxi, the options are faster and sharper than ever before.

We dive into the cutting edge: Discover the Neo 620 Roma, a carbon-fiber mini-maxi built for fast cruising with the weight of a pure racer, and its lighter, competition-focused cousin, the 460 Competizione.

See how the radical Wallyrocket 71 stepped onto the global stage and instantly redefined the Maxi 72 class by taking the Rolex IMA Grand Prix World Championship.

Plus, check out the new wave of sportsboats, from the featherlight, trailable Melges 19 to the pure one-design thrill of the KiSS 25.

These yachts aren’t just built to sail—they’re built to win.

Neo 620 Roma (& 460 Competizione)

This rocketship is the second Carkeek design for Italian carbon cognoscenti Neo Yachts.

The Neo 620 is its new flagship, which will muscle into the competitive mini-maxi arena.

It’s an evolution of the 570 we featured a couple of years ago (check out the video tour), and continues to sport Carkeek’s distinctive chamfered topsides, which run into a reverse sheerline, a stealth bomber-style shape first seen on racing machines such as Ràn.

The 620 has various layout options, primarily adding a third heads compartment compared to its smaller sister, and providing the option for a convertible fourth cabin space, which can be used as a nav station, for dining or sleeping – all while keeping weight to a mere 13.5 tonnes (nearly half of which is ballast in a deep keel).

Neo manages this wizardry by building the 620 in prepreg carbon fibre, fitted with a high-modulus carbon rig.

Cariboni hydraulics aid high-speed control, while it can sport a single or twin rudders, has space for a 3m tender, and includes 400lt tanks for both fuel and water.

Founded by competitive sailor and sailmaker Paolo Semeraro, Neo has now built 30 custom or semi-custom high-performance yachts since 2018.

The ‘Roma’ branding is Neo’s fast cruising line, which reflects the possibility for the wood veneered interior to be removable.

So these yachts suit those wanting to compete at high-level events with the lightest-weight boat, yet do so while protecting the timber finish and maintaining resale value.

460 Competizione (Race)

Where Roma signifies a cruiser racer or Gran Turismo theme, ‘Competizione’ is Neo’s pure racer line, and the Bari yard has just sold the first 460 in this guise to a German team.

Designed by Ceccarelli as an offshore double-handed or crewed racer, which can compete in Group 1 of the Admiral’s Cup class, it is available with single or dual rudders, water ballast options and an electric retractable pod.

It also displaces only 200kg more than the 430, so weights in at just 6.2 tonnes, yet adds a second compartment inside.

Semeraro reasons: “There are no production competitive racing boats in the 45-46ft range, the only competitive boats racing are a bunch of very old Ker 46s.”

With this 460 he explains that the moulds and hull mould of the 460 Roma.

“A new owner can enter a no-compromise racing program without having to support the full costs of a prototype,” thinks Semeraro.

And with the next Admiral’s Cup already planned for 2027, teams will already be needing to get their new steeds in place.

“Our target was to produce an all-round boat, not too light, not too specific for reaching in strong wind etc, but a boat that can win and can be used in many configurations, including inshore, offshore and double-handed.”

Both versions of the 460 are in build, plus a 520 Roma – all due for launch next year.

Neo 620 Roma (& 460 Competizione) specifications

LOA: 18.59m 61ft 0in
Beam: 5.30m 17ft 5in
Draught: 4.50m 14ft 9in
Displacement: 13,500kg 29,762lb
Price – 620 Roma: €2.1m ex VAT
Price – 460 Competizione: €750,000 ex VAT
Contact: neoyachts.com

KiSS 25

Here’s one for the thrill-seekers.

We’ve seen a real appetite for smaller, high-performance racing yachts of late, with sailors moving from the 50s and Fast 40s to the likes of the Cape 31.

Now comes a new Danish brand with this contemporary one-design sportsboat designed to light up in international racing circuits.

KiSS (Keep it Simple Sailor) Yachting promises to bring a new level of speed and precision, using vacuum-infused carbon-built craft.

It’s partnered with Neo Yachts (opposite), which specialises in carbon craft.

So despite the 2.5m beam, the 25 weighs a featherlight 750kg!

Couple that with a square-top main and a 66m2 gennaker (or a Code 0) and it’s easy to imagine that skimming dish-flat shape flying downwind.

Features include a removable rudder to ease trailering and a retrieval system for the A-sail – set off a 1.8m retractable bowsprit.

The 25 is designed for three to five crew, and unrestricted hiking is encouraged.

KiSS promises race-ready craft, including CNC-machined appendages, Cyclops smart sensors, Pauger carbon rigging, and Harken deck gear as standard.

With guardrails added, it also meets ORC and IRC requirements.

KiSS 25 specifications

LOA (inc bowsprit): 9.43m 30ft 11in
Hull length: 7.63m 25ft 0in
Beam: 2.50m 8ft 2in
Draught: 1.8m 5ft 11in
Displacement: 750kg 1,653lb
Sail area (upwind): 35.5m2 382ft2
Sail area (downwind): 101.9m2 1,096ft2
Price: €119,450 ex sails, ex VAT
Contact: kiss-yachting.com

Wallyrocket 71

Wally launches a second rocket. If the name and look seem familiar, it’s because we ran plenty of coverage of the first Wallyrocket 51 earlier this year, following its eagerly awaited launch and build-up to the Admiral’s Cup and Rolex Fastnet Race.

Yet just as we began featuring the first rocket, Wally announced this larger sistership, with both yachts launching in the same season.

Both are Botin Partners designs, and where the 51 is conceived to take on the TP52s and smash races on handicap, the 71 has the equally herculean task of becoming the ‘world’s most successful maxi’.

Compared with its main Maxi 72 rivals then (most of which have been extended), the Wallyrocket 71 is two tonnes lighter, with over 30% more water ballast (2.7 tonnes of it) for the same sail area, which brings advantages both in the light and going downwind.

It can clock upwind speeds of 10.5-11 knots, while matching or exceeding true winds going the other way.

“We started from a blank sheet of paper, asking how we could beat the most competitive Maxi 72s on corrected time,” Botin’s Adolfo Carrau explains.

“When they were designed, it was to a box rule, so many parameters were already set.

Now, as everyone is **optimising** their boats under IRC rules, there is a lot more freedom.”

Giovanni Lombardi Stronati commissioned the build of the first 71, Django 7X, at King Marine in Valencia.

It is already being campaigned by his Italian Django team, which represented the Yacht Club Costa Smeralda (YCCS) at the Admiral’s Cup with the first 51.

Once again, this team is galvanised by the affable Vasco Vascotto, who holds more world titles than any other sailor.

Django 7X’s first major regatta was the Rolex Maxi Yacht Cup in September, hosted by the team’s club YCCS, where it took on the likes of seasoned competitors such as Bella Mente, Vesper, Jolt and Jethou – and beat them all, to claim the first Rolex IMA Grand Prix World Championship.

Quite the proof of concept!

Wallyrocket 71 specifications

LOA: 21.44m 70ft 4in
Beam: 5.55m 18ft 3in
Draught: 4.90m 16ft 1in
Displacement: 12,500kg 27,558lb
Sail area (upwind): 305m2 3,283ft2
Sail area (downwind): 630m2 6,781ft2
Contact: wally.com

First 36SE

Having gone big on the new First 30 last month, we’ll keep this preview concise.

The First 36, which launched three years ago, has received the Seascape Edition turbo charge treatment and is now available as an SE model.

This transforms the Sam Manuard design into what Beneteau calls ‘the ultimate planing racer’, with reduced weight (400kg less than the standard model) for more sail power.

Carbon is used in the structure, hull tweaks have shaved off 3m2 of wetted surface, and wheels are replaced with a tiller.

It’s also **optimised** for ORC racing with input from ORC guru Maurizio Cossutti and Pure Design helping Manuard and the experienced Seascape team tweak the model.

Actions speak louder than words, and in July a customised 36SE finished the Transpac in 2nd place overall, finishing behind the 88ft Lucky, and nine hours ahead of its nearest competitor – despite being the smallest yacht in the fleet and the only one sailed double-handed.

Also, a freshly-launched first production version of the 36SE recently finished on the podium of the 4th ORC Double-Handed World Championship.

First 36SE specifications

LOA: 11.98m 39ft 4in
Beam: 3.80m 12ft 6in
Draught: 1.95m 6ft 5in
Displacement: 4,400kg 2,359lb
Price: €295,370 ex VAT
Contact: beneteau.com

Melges 19

The YW office is hoping we see one of these in European waters soon – after a look at the first images and videos we’re itching for a sail.

The Reichel Pugh design should plane in as little as 10 knots and is designed to suit and reward all levels of sailors.

The third-generation family-run Wisconsin yard has an international reputation for its sportsboat racing classes and says this should bring that renowned level of fast, fun sailing together with class support.

A spacious cockpit suits a combined crew weight of 220-243kg for racing, and the simple kick-up rudder and daggerboard design suits beach and trailer sailing.

“The Melges 19 is built for speed, simplicity, and sailing with family and friends,” says multiple Melges world champion, Harry Melges III.

Melges 19 specifications

LOA: 5.79m 19ft 0in
Beam: 1.98m 6ft 5in
Draught: 1.37m 4ft 6in
Displacement: 179kg 395lb
Price: US$34,500 inc sails, ex tax
Contact: melges.com

If you enjoyed this….

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.

Build your knowledge with a subscription delivered to your door. See our latest offers and save at least 30% off the cover price.

Note: We may earn a commission when you buy through links on our site, at no extra cost to you. This doesn’t affect our editorial independence.

The post 6 race-ready new yachts: Performance designs built for speed appeared first on Yachting World.

Vaan is an emerging Dutch brand creating a new generation of markedly different catamarans. Travel 20 miles from the historic city centre of Rotterdam, on through Europe’s largest commercial port, and you’ll reach the peaceful little town of Hellevoetsluis where Vaan is based. Founded in 2018 by Igor Kluin and Nienke Van Klooster, the company is located on the banks of the Haringvliet, an inland basin separated from the North Sea by a lock.

The site offers ideal enclosed waters for testing, but above all a space for long-term development – Vaan has already reserved a large part of the technical area of the marina, and a brand-new building is ready to accommodate up to three boats under construction at the same time. Moored at the pontoon, the Vaan R5 looks just as striking as it did in the computer-generated images that caught our attention.

Although the freeboard is high (2.12m/7ft 11in), it’s the smooth design with very few rough edges that makes the biggest impression. As raw aluminium is unforgiving of any flaws, we were pleasantly surprised by the fluidity of the hull’s lines, with no visible deformations.

Better still, the material used incorporates up to 70% recycled aluminium – made from things like window frames, number plates and road signs. Once crushed and sorted, they’re combined with 30% pure aluminium alloy and 0.5% additives, such as argon, to achieve the required marine quality standard 5083. In terms of CO2 emissions, the figures are significant, as its production emits only 2kg of CO2 per kilo of aluminium, seven times less than conventional material, according to Kluin.

To optimise weight, the thickness varies depending on the area: the hulls are 7mm thick, the areas around the keel are 10mm and the deck is 6mm thick. The structural frames are very tight, as can be seen in the very large sail lockers, located in the two bows, and the mast foot lockers, which are also generously sized. A big benefit this rigid construction brings is that Vaan catamarans can have single-piece glass deckhouse windows, offering almost unobstructed surround views. Here, on the 49ft R5, they’re double-glazed, while the older 42ft R4 has a single layer of glass.

Premium fast cruising. The R5 has high freeboard, but coachroof and boom are kept low, maximising sail area. Photo: Vaan Yachts

Sailing Smarter

Ecology is one of the three strategic priorities behind the creation of Vaan catamarans. Their life cycle assessment has been studied in detail, right up to their final recycling. But in addition to their highly distinctive style, the third major criterion that influences all designers’ choices is performance under sail.

For Kluin, who started sailing at the age of three, a yacht must perform well, whatever the wind conditions. This is non-negotiable. So, while Vaan means ‘wind vane’ in Dutch, it is also an expression that could be translated as ‘go where the wind blows’.

Anyone surprised that aluminium is associated with performance may be forgetting its excellent weight-to-rigidity ratio. Until the rise of composites, particularly carbon, it was used for a long time in ocean racing. Among the most famous examples are Flyer, winner of the second Whitbread Round the World Race in 1977/78, and the 12-Metre JI boats built for the America’s Cup, which were made of aluminium until 1987. During the same period, French sailors Eric Tabarly (Paul Ricard), Olivier de Kersauzon (Kriter) and Marc Pajot (Elf Aquitaine, winner of the 1982 Route du Rhum) made it the core material of their offshore racing multihulls.

The very beamy cockpit can be covered with a partial fabric bimini or full hard top. Photo: Vaan Yachts

However, before checking whether the 125m2 of upwind sail area is enough to help this 18-tonne craft sparkle under sail, we leave the port… in silence. As on the first three Vaan catamarans already built, this second R5 is powered solely by electricity. Energy storage is provided by a bank of LFP (Lithium Iron Phosphate batteries).

Admittedly, they have a slightly lower energy density (-14%) than conventional lithium-ion batteries, but on a 15m catamaran this is not much of a problem. In addition to their slightly lower cost, they offer greater longevity as they can withstand many more complete charge-discharge cycles. The figure of 5,000 cycles (instead of 1,000) before falling to 80% of their initial capacity is mentioned. They also present much less risk of fire.

Finally, a key element in Vaan Yachts’ strategy, is that they’re less polluting and can be stored for long periods. According to the manufacturer, with 60kW of batteries on board, fixed here in the central crossbeam, the Vaan R5 can motor for four to five hours, depending on conditions, at a cruising speed of between five and six knots.

For a catamaran which promises performance under sail, even in light winds, this should cover nearly 90% of engine use. On a performance catamaran, engine use is mostly limited to entering and leaving port, or when anchoring and raising the anchor. Beyond that, if all green energy sources are exhausted and the wind has died, a 15kW backup generator is installed on board.

Visibility to both bows is maintained thanks to the huge glass windows. Photo: Vaan Yachts

This is the right power for engines that will require 7.5kW each to bring the R5 up to cruising speed. The generator can be seen as a safety feature, but also as a means of extending the boat’s range, allowing it to sail under engine power for around four days. The pod engines installed during our test were prototypes and will be replaced by production models for delivery to the end customer.

For reasons of confidentiality we can’t go into detail about the installation, but from what we’ve seen it looks very promising. To improve hydrodynamics, the pods will retract into the hulls when the boat is under sail. And for better manoeuvrability in ports, the pods are also steerable – we weren’t able to test these two features during our trip as they were still in the testing phase.

Quiet Departure

The cruising speed under engine (5.6 knots) was confirmed as soon as we left the harbour. Hoisting the mainsail is done with the touch of a finger from the helm, thanks to the impressive Furlerboom. I’d never been very convinced by furling booms on multihulls of this size, but the efficiency of this surprised me. The composite casing is wide around the furling profile, leaving plenty of room for the sail.

Wide, clear side decks. Photo: Vaan Yachts

The sail, designed by Quantum, is very well cut, and the flexible luff connecting it to the mast, a critical point on this type of system, is particularly well adjusted in its lower section. To maximise the sail area and lower the centre of gravity, the gooseneck has been lowered as much as possible and the boom skims the deckhouse.

The self-tacking jib Solent unfurls just as easily, and we begin our journey north-west. In these sheltered waters the sea is calm and with 0.83m of clearance under the bridgedeck, there is little chance of any waves slapping beneath. The wind during our trial is irregular, and many obstacles (buoys, shipping traffic, banks, etc), present frequent reasons to tack.

These are all opportunities to see that the Vaan R5 is competent at this exercise. It barely slows down while tacking and offers a close-hauled angle near to the holy grail of 90°. On a reach and then downwind, without a headsail larger than the Solent, we cannot say for sure whether the R5 would meet or exceed the 10 knots given on the polar curves calculated by Dykstra, but the responsiveness of this multihull to the slightest breath of wind makes me optimistic.

Plenty of deck stowage on the R5. Photo: Vaan Yachts

Upwind and downwind, steering is a pleasure because visibility is always ideal – whether looking to the sails, the bow in front of the helmsman, or even the opposite bow (thanks to the large glass surfaces of the deckhouse). The steering system supplied by Jefa is really precise. It offers no play, to the point that the wheel may feel a little stiff in light winds, but the advantage is that it allows you to maintain control without any effort when the breeze picks up.

Vaan promotes luxury living with a minimalist, architectural style. Photo: Vaan Yachts

Bold Interior Design

As the afternoon draws to a close and the outside temperature drops significantly on the North Sea coast, we take the opportunity to explore the interior. Once the large sliding glass door is closed, the atmosphere immediately becomes warmer. The fittings, described as minimalist by Kluin, take the concept of simplicity even further than the competition in this sector.

There’s something reminiscent of Apple or Tesla minimalism about the interior. So, you’ll either love it or hate it, but no-one will be indifferent, that’s for sure. Apart from a few minor details – the absence of fiddles on the kitchen worktop and the highly symbolic folding chart table – I really liked it.

Photo: Vaan Yachts

Neat and distinguished at the same time, the main saloon and living area deserve much praise. The view to the outside is perfect, whether from the galley with its ample stowage space, or from the saloon, which is tastefully positioned facing forward. All the materials are high quality, with the occasional welcome touch of originality, such as the graphite grey felt covering the mast step. An example of detail is to be found in the bench armrest, which successfully marries shapes and materials, including metal, wood and fabric.

The hull steps are undoubtedly designed to Northern European standards and seem a little steep for my 1.73m height. However, the 2.09m headroom once in the hulls really helps contribute to the impression of space. The aft berth is integrated into the structure, providing rigidity without adding weight, as is the case on performance composite multihulls. On the port side, a huge dressing room occupies the central part of the hull, leading to an equally impressive washroom.

‘Living areas are tasteful, neat and distinguished’. Photo: Vaan Yachts

On the starboard side, the forward cabin has two bunk beds, as requested by the owner. A shared bathroom is located in the passageway on the inner side of the hull. There are 600lt tanks integrated under the floors of each hull: one for water, one for diesel for the generator. The Vaan is thermally and acoustically insulated with cork, a material which serves both the ecological and lightweight ambitions of the brand.

The interior temperature is regulated by a reversible air conditioning system that operates on the principle of a heat pump, which is very energy efficient. Its coefficient of performance (CoP) of six means that for every kW of electricity consumed, it produces 6kWh of thermal energy (heat or cold). Kluin assures us that even in the Mediterranean in summer, the interior can be cooled using only the 1,800W of solar panels installed on the deckhouse.

Vaan R5 specifications

LOA: 14.95m 49ft 3in
Beam: 7.94m 26ft 3in
Displacement: 18,000kg 39,683lb
Sail area (upwind): 125m² 1,345ft²
Sail area (downwind): 250m² 2,690ft²
Mainsail: 82m² 883ft²
Self-tacking jib: 45m² 484ft²
Gennaker: 172m² 1,851ft²
Code 0: 120m² 1,292 ft²
Engine: 2×7.5kW electric pods
Battery bank: 60kW
Generator: 15kW
Fuel tank: 600lt 132gal
Water tank: 600lt 132gal
Price: ex VAT €1,496,750 (test boat) €1,900,000

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There’s been the odd singular sailing superyacht thus far, the likes of the 44m Pendennis-built Hemisphere and Perini Navi’s recent 46m floating art gallery ArtExplorer, while JFA has quietly gone about launching a handful of 85-110ft custom sailing catamarans.

But a new pride of big cats is coming. Last year John Mountain launched his carbon bluewater sailboat Air Yacht 80 after failing to find his preferred blend of performance, space and superyacht quality.

And it’s the performance element which has triggered this new trend that we centre on in these pages. Yachting World readers will have noticed a similar movement with monohulls of late, where production yards have stepped up to cater to a semi-custom demand in the 70-90ft sector.

We dedicated these pages to them two years ago, detailing the latest launches from YYachts, Solaris, Grand Soleil, CNB, Ice and Swan. Now with an increasing number of sailors seeking that size, style and speed combination on two hulls, it’s fuelled a real surge of new, big (and mostly fast) cats.

Gunboat can arguably be credited with igniting this performance cruising cat cult and we’ve been writing about and reviewing a multitude 45-60ft fast cruising cats in YW in recent years. Now they’re growing in size, space and pace. McConaghy, Balance, Kinetic, Advanced Yachts, Black Pepper, Cure Marine and HH are all producing or have recently launched varying levels of performance cats around the 70ft region.

Typically, these involve carbon or E-GRP lightweight composite construction, ultra fine bows, and powerful rigs with booms kept low down. Where Gunboat and HH are taking it to the next level of luxurious lightweight performance, we can see the needle shifting further still, and at each end of the spectrum too.

Article continues below…

The best bluewater multihulls of all time: a complete guide

What are the best bluewater multihulls for long term cruising? The one you own, or the one you can afford…

Best Yachts of 2025: European Yacht of the Year 2025 Winners

The European Yacht of the Year 2025 winners were announced this evening, Saturday 18 January 2025 on the first night…

At its sharpest, Persico’s new foiling 72 is being tested by the American Magic team and will surely prove the most rapid ‘cruise-equipped’ multihull to date. Thrill seekers should also check out S6’s dynamic foil-equipped Infinti 72 design, and the latest images of Daedalus’ jaw-dropping D75, D100 and D165 projects.

For the large part of the market less obsessed by speed comes the real space race that multihull platforms can provide – a market cornered by production yards Sunreef, Lagoon and Fountaine Pajot over the last decade, but one also seeing some evolution.

Think flybridges like flats, drop-down balconies and freestanding designer furniture, albeit combined with innovation in greener materials, propulsion and solar technology. Scaling up further, Echo Yachts in Australia is well into the secretive build of a monster 58m catamaran superyacht, which will go straight in to claim the spot as the world’s largest sailing multihull.

Welcome to a new era of Super sailing, that of supercats, megacats, and particularly the performance-oriented maxicats.

New MaxiCats – Space & real pace

Advanced AC72

Italian boutique yacht builder Advanced Yachts has turned its attention for the first time to multihulls. Active in the 60-80ft monohull sector, Advanced offers semi-custom yachts with fine Italian styling requiring a small crew of two or three.

It has started building the moulds for a 72ft catamaran that fits the same brief, with naval architecture by the renowned Reichel/Pugh. Performance is certainly an important consideration, but this is really designed to be a comfortable offshore cruising cat for bluewater cruising – or just loafing round the Med. It’s built in E-glass with a carbon-fibreglass deck and superstructure to keep the centre of gravity down and displacement to 35.5 tonnes.

The former is important when you add in the low-profile flybridge and towering carbon rig from Lorima. It also uses 4m-deep centreboards which lift into the boat hulls. “We have a higher power-to-weight ratio than anything else in the crewed yacht cruising capability class,” said sales director Jay Nolan.

“We put Gunboat and one or two others really in a separate Grand-Prix class. We’re not as powerful as that – we’re specifically stopping short of the most frightening performance where cats are a little edgy.”

Sail handling and navigation is all brought back to the flybridge, allowing the yacht to be sailed by a couple. The electric rudder control means it would also be easy to put a helm at the nav desk in the shelter of the saloon. “We’re building-in the ability to have protected controls not just with canvas on the flybridge,” added Nolan.

This leaves the aft cockpit free for guests to relax. There’s also a forward cockpit to take advantage of the breeze at anchor. The main deck is flush, with glass doors aft sliding completely away to open up one big indoor-outdoor space.

Configuration and finish is a matter for individual owners, but the concept from Cassetta Design puts a master owner’s cabin in the port hull and three guest cabins to starboard, with space for two crew. A large hydraulic platform aft serves for bathing and watersport toys, or carries a tender up to 4.6m in length when underway.

Holld 74

This Dutch startup and Zwartsluis yard has a focus on luxury, aiming to put the super into performance cruising catamarans. The founders are using their two decades of carbon composite superyacht boatbuilding experience, combined with that of designers including Eliot Thorne, to offer full carbon semi-custom cats ‘as technically advanced as they are visually stunning’. Holld promises a bespoke build programme for each owner using hybrid-ready platforms, smart digital systems and flexible modular interiors. This first 74 is already in build.

“We didn’t set out to build another production multihull,” says founder Guido Achtelik. “We set out to re-engineer the category from the ground up, using carbon and epoxy infusion, digital build processes, and an obsessive focus on precision, longevity, and performance with a superyacht finish.” The launch of the brand will be during the Cannes show.

Gunboat 80 Agave & new model teaser

Agave has been tearing it up since she hit the water in last May, but this second version of Gunboat’s 24.65m flagship is decidedly a (swift) cruising boat. Where the red hull number one was always destined for the Highland Fling racing programme, hull number two was customised with a number of more cruising-friendly features, notably around the interior.

Make no mistake, though: in the words of Gunboat, this is still an ‘objectively epic sailing machine’! From the pre-preg carbon layup and rotating mast to retractable T-propeller rudders and daggerboards, Agave is designed in true Gunboat tradition for exhilarating performance.

The yard reports that she matches true wind speed from 5 knots and tops out at over 30 knots, while the foils on the rudders reduce pitching in oceanic swell by 30%. Grand Prix accessories include ECsix carbon rigging, titanium fittings and HydrauNautic hydraulics with pressure sensors and a quick-release system to de-power the mainsheet, Cunningham, outhaul and other key controls.

With 16 hydraulic controls, the boat is designed for short-handed sailing. There’s little detail about the cruising interior, but the standard design allows for three guest cabins and up to three crew.

Meanwhile, Gunboat is hinting at an exciting new product range to be unveiled at the Cannes Yachting Festival. The French yard is remaining tight-lipped about the details, but we know that the debut model will be an 80-footer and that it will have a flybridge.

“What we are about to reveal is not just another yacht,” said marketing director Rodolphe Cadoret, “It’s the birth of an entirely new segment in high-performance sailing – a project that fuses long-distance capability, refined onboard experience, and the unmistakable Gunboat DNA.” The veil will be lifted on 9 September, but Gunboat is likening the move to that which saw Porsche launch the Cayenne as its first luxury SUV.

Black Pepper Code C.69

French speed merchant Black Pepper is at it again – this time with a catamaran. Pitching its debut multihull at a punchy 69ft LOA, the yard has just revealed a second order – before the first has even been delivered. The two hulls have already been completed by partner Multiplast in Vannes and towed to Black Pepper’s premises in Nantes, where they dominate the build shed.

Infused in carbon fibre, the hull of the C.69 is light despite plenty of hull openings. In fact, the yacht only displaces 17.5 tonnes light – so perhaps 21-22 tonnes fully loaded – not bad for a 70-footer!

The yard says it did a lot of soul searching before launching the multihull project with designers François Pérus and Romain Scolari. The brief was ‘handsome, fast, safe and high-tech’. The result is eye-catching: reverse bows and a heavy, bevelled tumblehome with a low coachroof and a long bowsprit. There are sunbeds just ahead of the mast, while the helm stations on the quarters seem to float above the deck.

Accommodation runs to two large double cabins and a triple with a fold-down berth, supported by up to three crew. But the layout is flexible. The second boat will feature a hard bimini extending aft from the coachroof to cover part of the cockpit. Its helm stations have been simplified and brought further inboard, leaving clearer side decks.

And it will also have a hybrid diesel-electric drive. The first boat will be launched at the end of the year, the second in 2026.

Baltic 107

It was big news when performance yacht builder Baltic revealed its first multihull order last year. Berret-Racoupeau’s 33m low profile design includes a flybridge and a full-beam bathing platform aft as well as cabins for eight guests.

But the performance is what makes this boat stand out: pivoting centreboards, a huge sail area and high-tech lay-up in carbon Corecell sandwich. Since we last covered it, moulding is now complete in line with delivery in summer 2027. “With bulkheads installed, the two hulls have been released from their tooling and connected together via the wet deck midsection,” said Baltic’s Henry Hawkins.

“Further structural members will now be installed as well as the commencement of system and interior fit-out. We continue to receive enquiries regarding the boat and potential future catamaran projects.”

Kinetic K6

Kinetic Catamarans, builders of performance voyaging cats the KC54 and KC62, is launching a formidable-looking new K6 range. It will be officially announced at the Cannes Yachting Festival this September, but we have the exclusive preview after speaking with founder Bob Hayward and veteran boatbuilder Leon Scheepers.

K6 comprises a new 63 and a 67, the former is for private use, designed to fit into a 20m berth, the latter is more aimed at sailing with pro crew. This US-based brand builds semi-bespoke high-end carbon fibre cats from its yard in Kynsna, South Africa, which is currently completing an expansion and redevelopment, to help accommodate the new K6 range and more larger models to come.

Cannes will be the first time its yachts are available to view at a show in Europe, a key market having sold four KC54s here now.

Together with design partners Simonis Voogd, Kinetic specialises in clean lines and prefers not to have daggerboards sticking out through the decks. “We’re staying with centreboards as it’s a system that works very well,” Hayward explains.

Controlled by line drivers, these are contained below the floorboards. “Our yachts are world cruisers, so if you hit something like a coral head, a weak fuse allows it to automatically ride-up. Replace the fuse and you’re back sailing in 20 minutes,” he adds, having tested the theory on his own KC62 in the Pacific.

The powerful sail plans are offered with slab-reefing or in-boom furling. Opting for a push-button controlled mainsheet and traveller plus furling sails makes the 63 manageable short-handed. Note, the traveller is led to the coachroof, which takes significant structural engineering, but keeps the aft cockpit free for a leisure zone.

A luxurious forward cockpit sees sunbeds built into the deck and a retractable awning above. Kinetic won’t do a flybridge, but its forward helm stations are key for its owners, close to the sail controls. The K6 also has twin exterior wheels on distinct mezzanine levels for optimum visibility.

Superyacht vibes continue with a wide fold-down swim platform, carbon davits that fold out of the roof supports and bulwark side doors. The port hull offers a full owner’s suite, including an office, with its own private access aft. These are 48V powered yachts, including the aircon and refrigeration, and use Integral E-drives delivering up to 15kW each into the house batteries bank.

Stay tuned for more to come in the next couple of years from this maturing brand.

HH80

If there does happen to be anyone left out there still thinking cats don’t look cool, then perhaps show them a picture of the HH80. This bang-up-to-date Morrelli & Melvin turbo cat might be the only beast out there to get near a Gunboat 80’s performance. A carbon epoxy build with prepeg boards, it has a 30m-high mast and is capable of hull flying. Can you imagine that?

HH says it has the lowest boom in class for a low centre of effort and fast, smooth ride. While the light displacement figure is not given and will depend on interior fitout, a generous cruising payload weight of up to 40 tonnes is presented. HH has some form at this supersize level too, having delivered the HH88 two years ago.

It’s since been flat-out building its latest range, the new 44s, 52s and 56 to come. The HH80 appearance is all curves and muscle, from the reverse bows to sculpted sections of the coachroof, which help fashion forward and aft cockpits. Below that glass-look roof is a multitude of solar panels (around 11kW) on the carbon superstructure.

A self-tacking jib could be controlled by a captive winch for more short-handed operation, and M&M’s predictions are it could offer sparkling cruising ability with 250+ mile days possible in just 12 knots breeze! The design affords real space to the forward cockpit, with the winches and sail handling set well forward at the start of the longeron.

Walking through the sliding doors from there to the main saloon must be like entering the Starship Enterprise (you can almost hear the ‘swoosh’ noise of the doors). At 79ft, it offers the most space and speed available without falling into restrictive big yacht coding.

The HH80 is designed to suit six to eight guests with space for two to three crew in dedicated accommodation.

Balance 750

Balance is a US/South African brand/build which has really created momentum since its 2013 inception with a range of refreshing performance voyaging cats packed with practical and original thinking. And now it’s gone big, with a new flagship 750 that launched in Cape Town earlier this year, named Some Day. Balance claims it will redefine luxury and speed.

The company is named so for good reason, aiming to hit that balance of speed and agility using fine hulls with daggerboards paired with airy, modern comfort. The 750 adds a liberal sprinkling of luxury into the mix. This is also the first Balance with a forward cockpit, linked to the saloon via a waterproof door.

Offering another relaxation zone, this also houses the primary winches at the mast base, so the boat can be trimmed from forward or controlled from either aft helm. We particularly like the inboard station Balance has designed, allowing its swing wheel VersaHelm to cant to a fully protected steering position.

A powerfully rigged yacht, the 750 is controlled using a full hydraulic system, including rams in the boom, mast, beams, and captive winches. This promotes short-handed use, so two or three hands can sail and operate the yacht. It’s also a sleek-looking design by Anton Du Toit, with low hulls and roof.

A flybridge is an option, and Some Day has an in between ‘flylounge’ to give some sunlounger space between the solar field. The interior shows how the UK’s Design Unlimited is one of the world’s best at combining superyacht glam with lightweight materials. Furniture is all foam cored styled with wood veneers, in accommodation laid out with four or five cabins with or without crew quarters.

The hulls, deck and structure are foam cored too, keeping displacement to 32 tonnes. Infused E-glass is predominantly used for noise insulation, while there’s also plenty of carbon reinforcement in high-load areas and bulkheads.

Persico Cat 72

Construction work on this 72ft speed project by Persico Marine has continued since 2023 behind a veil – until January this year, that is. The finished hull was revealed in a series of images which show just how narrow its twin hulls are, and how they are allied to a low-profile superstructure.

An enormous longeron dominates the forward half of the boat, which wastes no weight in fripperies such as foredecks. Underlining the performance potential of this 21.5 tonne Morrelli & Melvin project, American Magic has ‘come on board’, with sea trials and fine-tuning of the boat, shifting to the team’s base in Pensacola, Florida.

Persico promises it will ‘push the yacht to its limits’. And those limits look to be pretty far out, thanks to a full set of foils that are designed to keep the hulls flying just above the water. There are rake-controlled righting-moment foils (RMFoils) over 7m in length, daggerboards for leeway control, and T-rudders with rake control. The whole set-up is integrated with Gomboc’s Flight Control System, which manages the foil angles of attack.

Expectations are that the RMFoil is beneficial from wind speeds of around 9 knots and allows the yacht to skim at 20 knots in just 13 knots of true wind. Persico reports that the system will automatically lower the flight of the boat and manage speeds according to the owner’s preference.

Nonetheless, a crew of at least three is required to sail with a choice of two exterior helm stations or a protected interior wheel, which gives access to mainsail management and all flight controls. The yacht has a pared-back, modern interior from Design Unlimited.

And despite potential speeds of up to 40 knots, Persico describes it as possessing ‘the comfort of a cruising vessel’. The coachroof is studded with 2kW of solar panels and the yacht features electric boats propulsion.

Supercats – Size & some speed

McConaghy Sapphire Plus MC & Panther

While it built its name on its high-performance and record-breaking maxi monohulls, McConaghy has proved that it can build anything, from AC40s and their hydrogen chase boats to a deep-sea submersible. It’s also no stranger to multihulls, including its largest craft to date, the sensational, futuristic 42.5m trimaran Adastra, which launched 10 years ago. Latterly, it’s really honed in on the large cruising multihull market, with its MC range of sailing cats.

These Jason Ker designs, with their signature flybridge-mounted aft helms, began with the MC50 in 2018, and grew to include last year’s spectacular launch, the MC75 Jack. Such has been the interest in these large cats that McConaghy has recently conceived two full new ranges: a Panther line of electric hybrid yachts from 48-68ft and a Sapphire range of super spacious supercats from 70-115ft. Both are, of course, carbon builds, the forte of this yard.

The Sapphire range looks to be going after more of the Sunreef space race market, albeit with distinctly more sailing focus. Despite Sapphires aiming to offer ‘the largest interior volume in the world relative to their size’, they should still sail well. The yard predicts they’ll be able to average speeds in the teens – in 20 knots the S80 should reach at almost 14 knots, and could even hit 20 knots on its day. Now that would be a sight!

Retractable composite centreboards drop 5m down from the hull at the push of a button to help offer pointing ability, while sail handling systems use advanced push-button technology to make operation by a small crew easy. In terms of comfort, these highly voluminous yachts won’t be lacking. A hard bimini covers both the forward and aft cockpits, while the side windows can open out at the push of a button.

Vaan R8

An aluminium supercat. After all, it’s the material of choice for the majority of monohull superyachts. Vaan has been quietly making a name for itself as a specialist in luxury aluminium multihulls with a focus on greener building. Its 40ft R4 and 50ft R5 have proved its use of recycled and fully recyclable aluminium as a viable material for its semi-bespoke electric powered yachts.

Our full review of the R5 follows next month, but suffice to say when you board this yacht and appreciate the finish quality and particularly the natural light the huge coachroof windows bring (thanks to the stiff structure), it’s easy to picture the appeal of scaling up the design. Reassuringly, the naval architecture is once again by fellow Dutch firm Dykstra, world-class superyacht designers.

Vaan likes to keep the boom low for performance, so no flybridge on the R8. There is, however, an internal helm, linking to a forward cockpit, and when you combine these with the saloon and aft cockpit, it equates to formidable single-level living space.

Siting the galley down to starboard amidships will also emphasise this space. And it’s designed like a superyacht, so the crew quarters forward link to the galley, mess and the bridge. Elsewhere, there’s space for five guest suites, but another benefit of aluminium is that each yacht is built to order so layout can be adaptable to suit.

Equally, aft helms or benches can be chosen, a crane, davits, swim platform etc. The R8 will be powered by two electric engines with two diesel range extenders and a 100kWh battery bank. Displacement is predicted to be between 35-40 tonnes. Construction of the R6 is due to start later this year and Vaan has several serious prospects for this R8, a project born from demand, founder Igor Kluin confides.

JFA 87

French yard JFA has been working with fast cruising monohull and multihull expert Marc Lombard on a successor to its 85ft sailing catamaran for a couple of years, and the new design is now well in build. Measuring 87ft LOA, it has an extended flybridge, featuring a new navigation station, a sheltered bar and a large saloon, with solar panels on the hardtop.

Franck Darnet’s interior uses the 11m beam to deliver a huge social space flush with the cockpit, and a wonderful owner’s cabin forward at deck level. The aluminium hull has been completed and was recently married with the glass-epoxy composite deck, allowing interior systems to start going in.

Cabinetry is already taking shape. The US-based owner plans to sail round the world with a family of four.

Lagoon Eighty 2

We featured this yacht in our Cannes show preview last issue, where it will be making it’s world debut this autumn. The hull design comes just below the 24m mark in terms of class, making the boat an attractive candidate for charter, just like its 77ft predecessor.

Key features of the new model include a large 50m2 flybridge with a hard-top and optional Jacuzzi, plus a wide lifting bathing platform that extends the flexible cockpit space. Accommodation is designed for eight guests, where the centrepiece is the owner’s suite with its drop-down balcony.

Loose furniture that can be specified by the owner is a new feature, creating much greater customisation potential. And the hull is made of 40% bio-sourced resin, with a lower carbon footprint.

Megacats – Supersized space

Sunreef 43

Moulding the hulls for this sailing cat was completed back in February and constituted the largest one-shot infusion project in the world, according to Sunreef. Flybridge and bimini mouldings are also complete, with work well under way on the interior systems of this 140ft ‘supercat’.

The hulls alone account for 1,700m2 of composite surface and will be embedded with part of the 250m2 of third-generation ‘solar skin’, capable of generating 60kW of electrics. It can be stored in the huge 1MWh battery system – a bank that can propel the yacht under silent electric power for 12 hours, or guarantee night after night of silent operation at anchor.

A regenerative propulsion system allows the yacht to make electricity while sailing. The 43 Eco should sail too, with speeds well into double figures. But the real draw is the enormous volume and open deck space. Highlights include the giant flybridge with a spa pool, flexible lounging dining space with a bar on the main deck level and the beach club with fold-down side platforms.

There’s accommodation for up to 12 guests and we expect a generous forward owner’s suite with prime views. Three boats have already been sold!

Echo Yachts 58m

Dubbed the ‘Adventure Sailing Catamaran’, this true megacat promises to be the world’s largest luxury sailing cat when completed. And Australian shipbuilder Echo Yachts has experience here, having already built a 56m powered cat and an 84m trimaran.

This all-aluminium, full-custom build features a twin DynaRig sail system. Designed by Dykstra Naval Architects in collaboration with One2three Naval Architects, the yacht is engineered to manage the complex structural loads unique to sailing catamarans. It incorporates dual shaft generators that harvest energy from trawling controllable-pitch propellers, and a battery storage system that ensures emissions-free operation and extends range while under sail.

Sunreef 35 Eco

Never one to slacken the pace, Sunreef also announced the sale of a new 35 Eco sailing cat late last year. The 115ft boat is being built in the UAE and is slated for delivery in 2028.

Like all Sunreefs, it will feature a huge solar array for renewable power, as well as vast outdoor spaces, including a 100m2 flybridge with a plunge pool. Accommodation is for up to 10, with a master cabin dominating the forward section of the superstructure and filling the full 14.7m beam.

Its bathroom includes a tub positioned with fine views out through deep glazing and freestanding his ‘n’ hers basins in limestone-effect composite. The saloon includes an elegant bar running down the starboard side and the yacht represents a new level of interior finish for Sunreef. An ‘ocean lounge’ is formed by a combination of the aft platform and the fold-down side wings, reached down a few teak wood-lined steps from the aft cockpit lounge area. catamarans-lagoon.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 Supercats, Maxicats, Megacats: 16 new high-performance luxury multihulls appeared first on Yachting World.

When you consider how you got into sailing and how the next generation might do so, it prompts some searching questions. Is sailing dying as a sport and a pastime? Does our increasingly time-precious world demand a rethink, some sailing saviours, and if so, in what form?

Think back to the emergence of snowboarding. Skiing looked endangered. The glory days of Klammer and Maier’s downhill racing were being elbowed out by a young baggy-pants-wearing brigade. Then something glorious happened – carving skis were invented.

These hourglass-shaped planks seemingly changed the game overnight. What the rad folk were doing on boards, whether in powder or parks, could now be done on skis. It got cool again and hasn’t looked back since.

Perhaps sailing needs its own carving moment. Is this it? The world’s largest yacht manufacturer thinks so, with the launch of this exciting new model.

Relatively narrow beam (under 3m), low wetted surface, and weight kept to just over three tonnes means the F30 rises onto the water easily and is sporty in breeze. Photo: Uroš Kekuš Klev

The plane phenomenon

Why plough through the water if you can glide over it? Whether by power or sail, if you could free yourself of your own wake to go faster with less noise and wash, you would, wouldn’t you? That feeling of lightness and speed is addictive.

Yet how many planing yachts have you sailed? The answer is likely very few. In terms of the offerings from production yards over the last two decades, I can count them on one hand.

They need certain physics on their side, the right hull shape combined with sufficiently light construction. The Pogo 30 was a groundbreaker in that respect, and in some ways, what we’re seeing here is replicating that concept, 10 years later, with an updated and skinnier hull shape.

The Beneteau First 30 takes Sam Manuard’s brilliance and adds Seascape’s proven lightweight construction methods (keeping it to three tonnes), building on the First 36 they created two years ago.

Direct tiller steering and long, smooth streaks rather than wake, means grins of joy for Toby. Photo: Uroš Kekuš Klev

It also benefits from Beneteau’s industrial scaling and resultant pricing. And, crucially, it makes the sailing bit easy.

Just look at it: an unassuming white boat, modern without being overtly broad or racy. It’s a cruising yacht after all, with a two-cabin interior, a saloon, galley, heads, hot water, cockpit benches, a swim platform etc – so it’s easy to picture yourself spending time aboard.

However, the vast majority of cruising yachts, while pleasant to sail, rarely offer the excitement of a sportsboat. To get that, you generally need to pay big sums for exotic composite construction (and then put very little inside them).

Article continues below…

Beneteau First 36 review: Is this the best First yacht in years?

You might not appreciate it at first glance, but this could well be the best performance production yacht we’ll see…

£277,098.00

Beneteau’s new planing First 30: A step change for the French giant

The First 30 was Beneteau’s first sailing yacht when it launched in 1977 and it has since built nearly 3,000…

But, and this is an enormous ‘but’, cruising doesn’t have to feel like you’re driving your house around.

That’s where Seascape comes in. This Slovenian brand, formed by two Mini Transat sailors, Andraž Mihelin and Kristian Hajnšek in 2009, quickly proved itself with its Manuard-designed sportsboats, again built for fast, fun planing sailing rather than racing.

Beneteau saw Seascape’s growing appeal and bought the company in 2018. This F30 was developed by that Seascape team, is built in Slovenia, and Mihelin now heads up the First range.

So you can see the direction the First marque is headed. An ‘affordable’ price was a core objective, with the initial €100,000 tag below most other new cruising boats today (that’s for the bare boat with engine, rig, electrics, plumbing, galley and upholstery).

A club racer or weekender pack adds sails and electronics for €16,000. The Oceanis 30.1 starts at this price, but few other production yards still offer a yacht at this size. Crucially, Beneteau met and stuck to that €100,000 price tag.

Fullish bow for dry planing and some forward cabin space. Photo: Uroš Kekuš Klev

All talk no trousers?

Ever since this new First 30 was announced I’d been itching to sail it, yet worried it wouldn’t live up to the ‘effortless joy of planing cruising for everyone’ hype. After the first hulls rapidly sold, we finally arranged a test around the weather forecast, in July in Denmark, with Per Cederberg, the Danish dealer for Seascape/First.

And while it’s not a flawless yacht, I can now say after sailing it over two days in a range of winds, that the F30 lives up to and in some ways surpasses those ambitious promotional promises.

The sailing is not about white-knuckle pace. Just the simple joy of planing, with ‘simple’ being the operative word. It’s genuinely easy to entice the yacht onto rather than through the water.

Perhaps the most pleasurable revelation during our trials was just how readily this was achieved, even in moderate winds. Despite a truly memorable sleigh ride in 20+ knots for a long spell, averaging 13-14 knots, the F30 really showed its prowess in the more marginal planing conditions.

The F30 keeps the cockpit, controls and sails simple for the helm and crew to enjoy planing speeds. Photo: Uroš Kekuš Klev

Perhaps it hooked me because I could imagine myself sailing this with friends and family enjoying this playful speed. Crucially, to achieve this elevated state of planing, we didn’t have to drain the last drops of fuel and water out, nor did I have to go on a strict pre-sail diet or cut my toothbrush in half.

We just stepped on the boat (which hadn’t been used in a month), pottered out of the marina, hoisted sails, and the F30 did the rest.

During the two days, we saw its full potential (apart from surfing). In terms of figures, this equates to 6-6.5 knots upwind, 8-9-plus knots two-sail reaching and 8-13-plus knots spinnaker reaching. In sensation, however, it brings so much more.

Okay, so it wasn’t all ‘plane’ sailing. After all, some uphill work is inevitable if you want to enjoy going down. But we found beating on the F30 can be quite enjoyable too.

Granted, we only had some moderate chop rather than proper waves, but it’s no scow slammer. It’s a fun little yacht to tiller-steer, super light and direct. That it consistently tacks quickly through 80-85º means you can get places upwind.

Easily trimmable for upwind ease and fun, as long as you control heel angle well too. Photo: Vid Slapnicar

In the lighter breezes of 8-10 knots it’ll maintain speeds in the early 6 knots range at 45º to the true wind. Once into double figures, it’s easy to hold 6.3-6.5 knots.

But this brings us to arguably its biggest downside – the angle at which you have to live with sailing upwind. Yes, monohulls heel, especially powerfully-rigged small monohulls.

But aboard the comparatively narrow F30, this really can be steep when close-hauled, despite its relatively high ballast ratio (35%) and deep, standard keel.

Well heeled

Sturdy moulded foot supports either side of the tiller provide crucial bracing, and this soon results in a workout as your leg muscles are constantly braced, while you’re pressed up hard against the guardrails to stay secure.

Or you can stick your head out below the top guardwire, akin to driving with your head out of the sunroof. If they are tall enough crew brace against the leeward bench, if not, the optional cockpit table could prove useful.

Tha Saloon provides plenty of space. Photo: Branko Ceak

The test boat had the traveller and German sheeting set up (instead of the simple standard A-frame), but a solution for leading sheets aft for short-handing would be beneficial.

Tail bags for the companionway winches that don’t clog up the cockpit bench seating area would also keep things tidier.

Once the breeze rises into double figures, the boat is fully powered up, and you need to adjust to this. While pinching feels natural, it’s not the answer as you’ll just keep heeling and go sideways.

Depowering the sails helps reduce some heel, and the simple, effective rig assists here. The Z-spars mast bends nicely thanks to a well-purchased backstay on a clamcleat.

With Cunningham, outhaul and sheet also cranked on, you can invert the mainsail, hence we didn’t need to reef in the stronger breeze. Easing the sheets can also improve heel and pace, a worthy trade-off for a few degrees of pointing.

The genoa sheets are rigged through floating thimbles inboard to coachroof winches, but Cederberg rigged up a simple Dyneema purchase from the shroud base to make an outboard lead, which worked well in the stronger wind.

If you go afloat for the sheer enjoyment of sailing you would, of course, have cracked sheets by now, but it’s nice to know that if you do need to get from A-B, and B is upwind, you can get there efficiently and enjoyably.

Both saloon and galley provide the essentials for comfortable cruising. Photo: Branko Ceak

Lighting it up

Next comes the real fun. Early predictions said the First 30 would be able to plane in 13-14 knots true wind. As marketing predictions are typically optimistic, I was certain we’d need more puff, but as I was to discover, you can plane in those wind strengths, easily, and without even hoisting a fancy sail.

But when you do unleash some extra firepower, you get to feel the boat light up properly. The F30 is spellbinding. Picture those clips of Fast 40s and TPs, sending it downwind, whitewater spewing down the decks as a full crew stack the windward pushpit, except here there were two of us aboard, dry in T-shirts and shorts, relaxed and chatting away.

It’s by far the easiest monohull yacht planing I’ve experienced. The test boat didn’t have an autopilot fitted, so it can get busy when flying a kite (with no sock or furler).

The deep, aft-slung twin rudders keep her tracking true, but going through gybes and drops demands some concentration. In the Force 5 conditions of our first session, we never stopped planing under fractional kite, making 10.5-13.5 knots.

It was thrilling sailing at 140-150º to the true wind, accompanied by the tell-tale high-pitched hum when it really lights up (over 13 knots). In fact, it makes it easy enough to get cocky and I managed to spin the F30 out, broaching a couple of times while focusing on filming rather than helming.

Good sized double berth in the forward cabin and a large hatch provides natural light – but stowage is scant. Photo: Branko Ceak

It was our second session in lighter breeze under masthead spinnaker which proved to be one of my most enjoyable afternoons sailing. Despite the wind only averaging 10-13 knots true, we were again treated to almost non-stop planing at 8-10+ knots (the wake separates at around 8.4 knots).

Hoist, set and forget, and just sail to the luff of the kite, as we reached and gybed between wind farms and islands or shoals. Speeds matter little when you’re planing in flat water.

It’s just such a pleasant feeling, especially with such little effort. I wanted to keep going. And surely to leave you wanting more is what sailing needs right now.

What’s the catch?

Once the show’s over, you can fire up the engine, power through a rain squall as we did, drop an anchor, swim from the platform, take an inflatable out of the deep cockpit locker, attach shorepower, have a shower, cook a meal – simply enjoy the normal cruising amenities.

So, no, there are few drawbacks to that performance. A little less cockpit comfort perhaps, smaller tanks, fewer gizmos, less refrigeration space, but there are still comforts enough.

You could ask about IRC ratings but that’s missing the point. If you want a handicap racer, there are plenty of Js, Xs and JPKs out there. Beneteau knows the big market is cruising and that the key to this new category of planing cruisers is keeping them simple for average sailors to sail.

Full length rail is a useful hanging space for wet gear in the heads. Photo: Branko Ceak

How have they managed to build a planing yacht to this price? Using a fully cored and vacuum-infused hull and deck helps keep it light, a glassfibre composite keel grid for the cast iron T-keel loads adds stiffness, while a conventional hull liner with slots for standard plywood bulkheads helps make it quick and cost-effective to produce.

Pure Design also helped the yard strip weight, especially with GRP excesses. The F30 provides relatively comfortable space in two cabins, a large heads, workable galley, and long, comfortable saloon, while designer Lorenzo Argento has softened it with smooth cork flooring, a timber table and trim.

Standing headroom (1.81m) at the foot of the companionway, where the sole is the bilge, is paramount to comfort. It’s also a relatively minimalist fitout, with clever solutions to keep weight down.

Deck or hull lining is used sparingly; the rest is simply painted GRP. Some parts where lining meets bare hull may look a little ordinary, but in general, this wipe-clean finish approach works, reserving the comfort for where it counts, such as the thick ply saloon berths and smart indirect lighting.

The saloon benches are long enough to sleep on (2m), with backrests that fold outboard to add width, while the table is sturdy and large enough to seat six comfortably. Where the forward cabin provides a good-sized double berth with a large hatch above, the aft cabin feels more constricted.

The inboard side of the double mattress has very little headroom below the cockpit and therefore may better suit a single adult or kids.

‘When you unleash some extra firepower the boat lights up’ Pgoto: Vid Slapnicar

The only option for proper stowage in the cabins is in the form of small removable textile lockers, but these come at an extra cost. Also optional for the cabins are ultra-thin and lightweight magnetic doors, as used for the heads – a clever, minimal solution for some privacy.

The heads compartment features a long rail above a deep well, ideal for hanging wet weather kit and lifejackets.

The galley is simple, practical and spacious, with a two-burner hob, a sink, double bin, drawers and a fold-down board to extend the work surface. The standing desk-style chart table also extends this space and includes an ice box or optional fridge.

Companionway steps lift 90º to access engine essentials such as oil, impeller, belt etc, but with no other access panels, changing the gearbox oil and oil filter could prove frustrating.

The generous cockpit locker, where the water separation filter is housed meanwhile, is the yacht’s garage, with enough space to swallow an inflatable dinghy and a sail. Aft panels in here and the port aft cabin allow constricted access to the steering gear each side, so those fitting an autopilot will want to make sure it’s within reach.

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Every now and again something really different comes along, and this was one of those concepts you don’t think will come to reality. I say that, having spoken to the design team about it years ago, and seen plenty of renderings of what it might look like.

So, the curiosity of such a venture we expected. The fact that our video tour from its launch at the International Multihull Show in May was one of our fastest to reach 100,000 views, less so. Also noteworthy with that video is the sheer amount of largely positive comments supporting the technological development (when you consider that these comments stem from a typically sceptical audience).

Everything about this project is quite fascinating, from the VPLP-designed wave-piercing hulls to the automated power and sail systems. A primary goal for the MODX is to offer zero CO2 emission cruising by utilising completely renewable energies.

The scheme carries plenty of credibility, thanks to design by VPLP and construction by Océan Développement, the yard responsible for the fleet of MOD 70 ocean racing one-design trimarans built in 2008.

Thermoplastic polyurethane wingsails are raised on rotating, telescopic masts. Photo: Ronan Gladu

However, it’s those enormous wingsails which spike the most interest, of course.

Built by Aeroforce, a company set up specifically to develop the technology, these twin AF125s are each 125m2 inflatable wings with auto trim functionality. They’re claimed to be 1.7 times more efficient, safer (no winches/ropes), and create 20% more space aboard than conventional rigs.

Blow up sails

“Powerful and stable wings that can be automated is why we developed Aeroforce,” CEO Jean Guyon told me during the yacht’s premiere in La Grande Motte. “The MODX’s goal was to be energy independent. So we needed a fast boat, but it’s also why there are wingsails – the target was that in 10 knots wind, we should do 10 knots boat speed.”

The telescopic masts are formed of six sections which rotate around bearings at waterline and deck level. The masts are 23m high when fully raised and have a deep reef to reduce the sailplan to 65%. (It’s worth noting that most sailing footage so far shows the yacht in reefed format.)

Sails are inflated to their aerofoil shape – a process that takes just eight minutes. Photo: Ronan Gladu

The wings are housed in huge cradles above the coachroof and take eight minutes to hoist and inflate. Made from thermoplastic polyurethane (TPU), these sails are inflated to a comparatively low pressure of 100 millibar, or around 10 times less pressure than a typical inflatable paddleboard – which allows pumps to be used for inflation rather than compressors.

The wings also have a trailing flap, which works like those of an aeroplane to increase lift by 30-40%, Guyon estimates. He explained how the airfoil shape increases airflow on both sides of the wing, “so pointing is quite good at 40-45° to the apparent wind.”

In terms of performance, the MODX has hit 21.5 knots in 25 knots of wind at 150° to the apparent, or 9.5 knots in 11.5 knots at 46° apparent – which is already very close to the initial target of 10 knots in 10 knots of wind.

The gearbox and rotating chain used at the mast bases allow for 360° rotation of the wings, providing a tangible benefit for spilling wind. Consider how smooth and quiet gybes can be when you can completely open the sails and rotate the masts downwind through the gybe. This brings us to the yacht’s impressive automatic operation.

The 70-footer also offers luxurious accommodation. Photo: Martin Viezzer

Auto functionality

The MODX is piloted from a single wheel and internal helm station, adorned with touchscreens. “The project is trying to attract people from power without the complexity of sail,” is how VPLP’s Mathius Maurios explained the concept to me.
“It’s about being on the water without being stressed.” With this in mind, the project team wanted a fully automated sail/wing control system, as easy to use as cruise control.

The aft owners cabin is luxurious. Photo: Martin Viezzer

They worked with Madintec to develop a highly sophisticated yet approachable wing, hydro and energy management system.

This French company has developed performance autopilot systems for many of the top IMOCA 60 teams. So when you look at the helm station on the yacht, on one side is the throttle control for the electric engine, and on the other, a more crude, simple throttle lever (which looks like something out of a Thunderbirds rocket).

A solo-operated 70ft cat? Helm station has throttles for the electric motors and wind engine. Photo: Chloe Lambelet

So, in terms of piloting this 70ft performance catamaran, once wings are raised, the operator simply pushes the wing throttle lever forward, selecting from 0-100% of potential force. Therefore, it’s not just an auto-driving boat, but one that uses auto-tuned sails too. If you only want 50% of the power available, it’ll release the sails to spill more wind.

Silent sailing, silent power

With no running rigging, the coachroof can be pushed out to maximum beam, creating the largest area possible for solar panels. The MODX has 70m2 of panels, which provide a peak of 15kW, or up to 35% of its electrical energy mix. Although the company is looking into a flybridge alternative to cater to demand, this wide, flat surface on the first boat is also ideal for harvesting rainwater, and there are two 400lt tanks dedicated to this.

No side decks, engines or tender aft – instead clear transoms and a huge aft leisure cockpit. Photo: Ronan Gladu

At the heart of the electrical system is a 250kWh LFP lithium battery bank – as a comparison a battery in a large electric car is around 90kWh. It’s enough for guests to live aboard for 10 days without sun, wind or engine use, or provides 110 miles motoring range at 5 knots. When sailing, the variable pitch propeller can hydrogenerate power back into the battery bank. So, at 15 knots boat speed, it’s possible to generate 16kWh back into the system.

Unfortunately, what we can’t show you is the nucleus of the MODX system: its technical rooms. I was granted a quick look but not allowed to take photos or video. These are located at the mast bases at the foot of each forward companionway and house the electrical and telescopic mast systems, in a cocoon of carbon fibre with significant bulkheads to help support the latter. Otherwise, the MODX is built in glassfibre, using bio-sourced resin and 40% recycled foam.

A throttle lever is used to control sail power. “A ‘wing throttle’ is the best way to think about the power of the wing, like an engine throttle,” says Aeroforce’s CEO Jean Guyon. Photo: Yachting World

The rest of the interior in the first boat is suitably luxurious, particularly on the main deck, which offers motoryacht-style comfort, near-surround ocean views, and 135m2 living space in the saloon, fore and aft decks. However, we can’t go into more accommodation detail as it’s a largely customisable space to suit private, charter or ‘expedition’ use.

A MOD Future?

So what is the future for this concept, and what size vessels might the Aeroforce wings be practical for? “The initial design was for 55ft, but we needed more solar to reach the efficiency targets,” Guyon explained. The right balance of solar and boat speed was found at 70ft. He added that doing a 100-footer would be easier than a 55: “I don’t see the potential in less than a 100m2 wingsail size.”

Aeroforce is also looking at the obvious potential of its wings for commercial shipping, as well as for leisure monohulls, where they might provide less heeling moment and more thrust.

MODX specifications

LOA: 21.33m / 70ft 0in
Beam: 10.00m / 32ft 10in
Draught: 2.00m / 6ft 7in
Air draught: 4.60m / 15ft 1in
Wing area: 2 x 125m2 / 2 x 1,345ft2
Displacement: 30,000kg / 66,138lb
Electric motors: 2 x 20kW / 2 x 27hp

If you enjoyed this….

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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Note: We may earn a commission when you buy through links on our site, at no extra cost to you. This doesn’t affect our editorial independence.

The post MODX: An electric 70ft catamaran with inflatable wingsails! appeared first on Yachting World.

Tuesday 12 May 2025 in Skaerbaek, Denmark, was a special day, a defining moment in my sailing career. I’m normally deliberately objective when testing, but I admit to really falling for this quirky winged beast – in that fresh phase, infatuated sort of way.

I fully accept a rapid cruising trimaran won’t suit everyone, and I’ll list the reasons why. But, after two exceptional days spent aboard, I also feel confident in highlighting the many reasons why this is the most successful new yacht this year – with 28 ordered before this first one launched!

Dragonfly has been building trimarans near Kolding since 1967 and remains a Quorning family-run yard. Its new 36 marries modern design and engineering ingenuity, including buoyant, wave-piercing bows and all-composite folding mechanisms for the floats. Chiefly, as we were to discover, it’s a super-light cruiser with serious gas.

‘It’s a superlight cruiser with serious gas’. Photo: Richard Langdon

Within boat lengths of the small fishing village and marina of Skaerbaek, where Dragonflys are towed down the hill and launched, we hoisted (a lot of) main and code sail, bore off onto a reach and took off. Life became instantly smooth and quiet as we lifted straight onto the plane.

Helming from right aft, within the curved embrace of the cushioned pushpit, Dragonlet and I had no slow, awkward dates getting to know each other, rather an absolute and instant engaging connection.

Article continues below…

In the 12-15 knot puffy breeze, we gybed around the fjords under Code 0 as if aboard a dinghy. Our speeds averaged in the low teens, shooting up to 15-17 knots in the puffs (at 55° apparent). It offers non-stop planing on most angles, particularly when sailing anywhere slightly off the breeze in 12-plus knots. So much so that you really notice it when you’re (rarely) not, because it seems comparatively noisy as the wake catches up with the hull.

Steering is easy, direct, engaging and enjoyable. It offers a proper sportsboat feel on a 36ft cruising yacht. I couldn’t help thinking that if you put any performance monohull enthusiast onto the helm during that first sailing session, they’d sign up for one there and then. It’s that good.

The 36 sails even faster than it looks – both off the wind and beating. Photo: Richard Langdon

Afterburners ignited

With the large blue asymmetric hoisted, the Dragonfly 36 comfortably maintained a long-legged average stride in the low teens, before the log would shoot up to match the 17-20 knot gusts. That acceleration is intoxicating, but it’s also combined with arguably an even more impressive quality: stability. During bear aways, I’d expect the leeward bow to bury, but instead the forward volume in those floats performs wonders, simply converting it to yet more easy speed.

How? This is the first Dragonfly with an inverted bow on the main hull. Together with the wave-piercing bows on the outriggers, this provides formidable buoyancy forward. These asymmetric-shaped floats, which have their widest sections at the waterline, are also 70cm further forward than the main hull to increase directional stability and help you push it downwind. The result is the 36 just lets you throw it around without complaint.

Blast reaching spikes the adrenaline while tacking through the Danish fjord’s shallows is addictive. Photo: Richard Langdon

With your foot to the floor, a 30ft stream of whitewater hoses away from the transoms, as if a jet boat. Our top speed was clocked at 20.5 knots – on flat water in similar wind! Dragonfly’s CEO and mastermind, Jens Quorning, says they measure performance not by the speedo, but by the size of your grin when sailing. My dial was firmly in the red.

We carried that spinnaker down through a tight fjord, with a stunning tree-lined backdrop, gybing back and forth yards from the shoreline. Dragonflys are designed to sail short-handed and, on the 36, the two powered winches each side are within reach of the helm. So although we didn’t need four aboard, and it made the cockpit feel a little cramped in the corners at times, it helped get the most out of the boat (despite their thousands of hours of Dragonfly trials, the Quornings and long-term UK agent, Al Wood, still thrive on sailing these yachts).

Inverted bows provide telling stability. Photo: Richard Langdon

Making wind

Another joy of a performance trimaran is that it can provide similar sensations to those of a monohull sailing upwind. In the Dragonfly’s case, you get plenty of reward from a single carbon rudder blade, so with the windward hull airborne and minimal wetted surface, flat water beating is fun.

Little active trimming is necessary and you can still steer with a drink in hand. The 36 felt particularly well balanced close-hauled on starboard tack, when I could leave the wheel and it kept tracking true, but it needed a light guiding hand on port. Dragonfly believe this may be a centreplate alignment issue, which it is trying to resolve.

The mid freeboard chine from the bow deflects spray and preserves some forward cabin volume over the narrow waterline beam. Photo: Richard Langdon

During our second day we saw how the 36 performed in the lighter breeze. Again it showed pace, particularly when pointing, clocking 8.5 knots at 40° to a true wind averaging 7-13 knots. These are performance monohull figures, helped by the narrow hulls, centreboard, inboard genoa tracks and rotating carbon mast. We also matched up against Jens’ son Peter, who solo sailed an all-carbon 40 Performance, and it was interesting to see very little difference in pace. Both boats easily exceeded the true breeze under Code 0s (8.5 knots in 7 true at 45°A).

The 36 is a wind generator, a craft that will match or outpace true windspeeds, all the way from 5 knots to nearly 20. Polars show it topping out at around 24 knots – in flat water. Granted, you don’t get to see what it’s like in waves or even surf in these confined waters, but you get to feel the 36 react to every lift, while executing plenty of manoeuvres.

A tasteful if conservative finish with space used intelligently. The saloon has long benches, with the portside converting to a berth, while the forward cabin is reached through a thick bulkhead, with a sliding panel for privacy. Photo: Richard Langdon

In fact, it was as we short-tacked our way up another fjord into the setting sun on our first evening, when it all sank in for me. I had the cockpit to myself, the heated foam-decked helm seats warming my glutes – a delightfully novel way to counteract the first chill of the evening air – and I couldn’t help but marvel at the sheer pleasure this yacht provides. We were to moor up at the formidable converted sanatorium near Kolding that night (see page 75), a unique spot, yet still I didn’t want to tear myself from the helm.

This was perhaps the most enjoyable sail trial I’ve done in over two decades – an incredible day.

Once the Dragonfly is at rest you begin to appreciate it’s not simply a fairground ride, but a complex marriage of design and composite engineering.

Aft cabin has wide berth but lacks stowage. Photo: Richard Langdon

Engineering evolution

Much of this revolves around the Swing Wing system, employed as we approached the jetty. Floats that fold into the hull provide the convenience of monohull berthing, using a system which has principally remained the same since Jens and his father Borge developed it in the late 1980s. Operated using the winches and without leaving the cockpit, a continuous line system pulls the floats in or out while tensioning or stowing the trampolines. The operation took us approximately one minute.

However, when you consider the complexity involved, both in the loads it places on the hull connections and how to support the mast, you realise it’s anything but simple. Despite having a beam join designed for 25 tonnes of compression, this 36 marks the first time Dragonfly has used composite here as opposed to stainless steel connections. “It was a 10-year dream to do this but we didn’t have the courage!” Quorning explains, with the result saving time, weight and cost.

As the outriggers fold forwards, they lift the main hull and increase overall length, with beam reducing from 8.12m to just 3.7m. You also have to consider the rig – using a deck-stepped rotating mast on floats that fold demands creativity. The yard has used tall carbon masts as standard since the early 1990s, which have incredibly strong and light round profiles designed to suit this Swing Wing system. The running backstay-style split supports can be tensioned with floats folded or extended.

The joys of shoal draught. Photo: Richard Langdon

The test boat was set up with two deep reefs using 3:1 thimble purchases on the mainsail leech, which crank the sail down and aft via the winch to maintain sail shape without anyone needing to leave the cockpit. Dragonfly ensures its models can be sailed solo, proving so by winning events such as the Silver Rudder Race around Denmark. All running rigging is led cleanly underdeck to the powered Andersen winches in reach of the helm.

A boom vang on a block and tackle is used on either side/tack instead of a traveller, doubling as a preventer and helping to free up cockpit space. The test boat sported Elvstrom’s new Xylo sailcloth, a performance filament carbon tape for enhanced shape, while for offwind sailing, many owners chose a Code sail as it can be left hoisted. Dragonflys can sail wing on wing with this and the main, tacking it to the windward float and using a barber that runs from midships to the bow.

The snub bowsprit houses the Code furler, is sturdy enough to use as a step for bows-to mooring and keeps the anchor chain clear of the reverse stem.

The Dragonfly 36 has a reasonable-sized workable galley. Photo: Richard Langdon

Beach parking

Another feature Dragonfly has employed for decades is the use of a lifting centreboard on the central hull to prevent leeway. The 80kg foam sandwich board flips up in the case of grounding, via a spring-loaded camcleat by the winches (yes, we ‘tested’ it). This was another feature which took years to design and refine, particularly the panel closure beneath the hull.

The rudder also kicks-up and has a similar safety fuse cleat. Shaped in hollow prepreg by carbon maestro Marstrom for an ultra-light feel, its unusual curved profile is designed to prevent cavitation at high speeds.
The sail drive is mounted right aft, between the dual helms, to allow for beaching – not ideal for weight management, but it also keeps noise and heat out of the interior and preserves maximum interior space.

Accommodation

You’ve had the sailing thrills to dream about, and have now found that isolated beach for the night. Can the 36 offer enough for ‘comfortable’ cruising too?

Yes… as long as you appreciate the compromises real speed necessitates. And that doesn’t mean stark minimalism, indeed the 36 has a warm interior lined with hand-built joinery (elm veneers as we had, or lighter ash). However there’s no getting around the fact this is compact living for a premium-priced 36-footer.

The 36’s new composite folding mechanisms. Photo: Richard Langdon

There are no layout options, as the centreboard trunk and bulkheads are immovable. Instead, owners can only play with the colours and upholstery – but do get 2m headroom and space to sleep six. The saloon has long benches, lots of natural light, ventilation and stowage.

It’s also an adaptable area, with a small standing desk and switch panel, and the port settee doubling as a kid’s den or passage berth. The table leaves fold up or down to allow six to eight to sit while providing clear access forward.

The aft cabin extends under the cockpit, providing enough seated headroom height to make it feel spacious and comfortable, though stowage is an issue. There are outboard lockers each side, but you won’t be hanging blazers and cocktail dresses in here.

Indeed, the double locker opposite the heads is the only hanging space and even that’s only half-height. The heads is compact – a small, practical wet heads area where you’d sit on the toilet to shower. Meanwhile having to climb through a ring fame to access the forward cabin obviously won’t suit all, but you do get a comfortable 2m x 1.6m berth once in.

Vinylester and divinycell with carbon reinforcement is used for these main bulkheads, while closed-cell foam cored construction ensures Dragonflys are unsinkable. Meanwhile, four stainless steel deck eyes enables the Dragonfly to be easily craned out of the water anywhere.

Dragonfly 36 specifications

LOA sailing: 11.55m / 37ft 11in
LOA folded: 13.43m / 44ft 1in
LWL: 10.90m / 35ft 9in
Beam sailing: 8.12m / 26ft 8in
Beam folded: 3.70m / 12ft 2in
Draught: 2.00m-0.67m / 6ft 7in-2ft 2in
Disp (lightship): 4,500kg / 9,921lb
Berths: 6
Engine: 30hp 21kW saildrive
Water: 220lt 48gal
Fuel: 70lt 15gal
Sail area/disp ratio: 32.8
Disp/LWL ratio: 97
Price: (ex VAT) Touring from €554,000; Performance from €582,000; test boat €809,445.

If you enjoyed this….

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.

Build your knowledge with a subscription delivered to your door. See our latest offers and save at least 30% off the cover price.

Note: We may earn a commission when you buy through links on our site, at no extra cost to you. This doesn’t affect our editorial independence.

The post Dragonfly 36 review: Probably the most fun boat ever! appeared first on Yachting World.

Autumn 2025 is set to be a bumper season for new yacht launches. From Sweden to Genoa, and Southampton Boat Show to Annapolis, there are International boat shows all across the north Atlantic and Med seaboards where you can view them in person. However, if you just want to attend one show in person, then Cannes Boat Show has the pick of the premieres – and of course the glamour. And there really are some glam new yachts on the lineup this year.

The Italians will steal the monohull show with their latest launches at Cannes, including the (Solaris-built) CNB 62, three from Ice Yachts, the Mylius 66RS, Grand Soleil’s latest 65 Performance and the (Italian-owned) Swan 51.

And given this Yachting World is a multihull special edition, some really exciting large cats are also making their world or European debuts.

These include two South African builds with US brand connections, in Kinetic and Balance, the former at a European show for the first time ever with its outrageously enticing KC54, and the latter with its fast and popular new Balance 580. Not big enough? Comar will fly the Italian flag with its new rapid-looking C-Cat 65, while McConaghy, the renowned carbon composite expert, is bringing its MC68.

If you thought that isn’t taking up enough dock space, Lagoon has a new flagship-spaceship in its mighty Eighty 2. Or for something truly different, check out the MODX 70 and the Tortue 147 turtle boat, which bring the extraordinary to the party.

Make it past those exhibitors and you’ll still find plenty of the more approachable-sized or familiar production brands launching new models. From the Leopard 46 hybrid, Excess 13, Fountaine Pajots (tested from page 76), and Lagoon 38, to exciting new monohulls such as the First 30 (full report next month), XR 41, Wauquiez 55, plus the first of the new generation Oceanis and Sun Odyssey models from Beneteau and Jeanneau.

Let the shows commence…

Best boats in 2025’s Boat Shows

Swan 51

Fifty-one is a magic number for Swan, a model and marque steeped in tradition. The original Swan 51 was also the first designed by German Frers in 1981. This pairing of naval architect and prestige brand has continued to this day in one of the most successful relationships in sailing, with over 700 Frers Swans launched.

With the resurrection of the Admiral’s Cup this summer, it’s also topical to note that that first example was based on the 51ft Admiral’s Cup yacht Blizzard, while a Swan 51 was also the first yacht owned by chairman Leonardo Ferragamo.
Over the decades, the 50-footer has remained an ideal size for most types of coastal and offshore sailing.

This latest 51, which launched in July, is very much a modern luxury fast cruiser, albeit with the elegance to give it Swan’s evergreen appeal. Once again a Frers design which promotes easy and comfortable fast sailing, it has attractive, long, low lines, while today’s trend to carry full beam right aft helps add plenty of volume.

Frers has set the mast further aft too for optimum balance, while twin rudders should offer full control at an optimum performance heel angle of 20°. Three keel draughts are offered, as is a sportier setup, featuring a larger carbon mast, square-top main and runners. Things have changed on deck as well, and while this may look very go-faster sleek, it boasts a generous cockpit, a practical sail locker and Swan’s huge double-hinged swim platform to extend deck space further.

Wide coamings help swell that cockpit size, allowing for twin tables to seat up to 10 or be lowered into sunbathing beds. The three-cabin layout sees an owner’s cabin forward in which most people would be more than happy spending long periods. Different configurations can be chosen for the saloon and chart table and Swan offers a choice of four distinctive ‘atmospheres’ for the trim and upholstery.

CNB 62

Oh, the Bordeaux 60! I remember well poring over the first images in 2008 in the office, my colleagues then turning green with envy when I had the chance to do a three-day sea trial. Now meet the 2025 version.

Things have changed with CNB in that time. Back then, it was under the Beneteau Group’s tenureship, yet for the last four years, it’s moved to Italy and Solaris Yachts. This brought a renewed focus on CNB, the 78 an excellent representative and replacement for the older 76. Now comes the ‘baby’.

This 62 seems to take the DNA of the Bordeaux 60 – of which 46 were built – and uses the same designers to give it a more contemporary tilt. The lines are once again from the hand of Philippe Briand with a bright interior by Jean-Marc Piaton.

The goal is to offer easy short-handed cruising at speed, in elegance, and with space for plenty to join. Briand says she is powerfully rigged but will suit ocean sailing. Importantly, it is designed for a couple to operate, thanks to twin headsails and in-boom furling; in particular, the mainsail is taken to the carbon arch above the cockpit, keeping it clear of crew members. A fixed bimini can be chosen to protect the cockpit. Helm stations are further forward than past models, so benefit from this cover, with winches close behind them. This also leaves space for plenty of sunpad area above the 3m dinghy garage.

Below decks, the owner’s cabin utilises the entire section forward of the mast to create a proper home-from-home suite, with an optional office attached, while the open galley midships connects to the raised saloon.

First reports from sail trials have been very positive, which comes as no surprise given our high impressions of the larger 78.

Balance 580

South African designer Anton du Toit has got the lines of Balance’s new 580 spot on to my eyes – low and lean – and with nine already ordered, I’m not alone in my admiration. Two launched this spring, with the first headed for the Annapolis show in October (Windigo pictured) while the second, Swann, has already completed her shakedown passage from Cape Town to the Med to be exhibited at Cannes.

I was going to describe it as the flagship, but that title only stood for a few months as the 750 has now just splashed, in what are clearly busy times for Balance!

A “high performance luxury voyager,” is how founder Phil Bermann labels the 580. It uses a carbon-reinforced, foam-cored, full epoxy build, which results in a standard displacement under 17 tonnes, or “the lightest catamaran in her class with the highest level of interior volume and storage capacity,” he states.

High bridgedeck clearance and deep daggerboards combine with the length and light displacement to promise high average passage speeds. In flat water reaching conditions, the 580 should match or exceed 8-16 knot true windspeeds, and hit the latest teens in 20 knots. It can also be chosen with additional carbon in the coachroof, bulkheads, soles and appendages for extra weight savings and stiffness.

One of the most impressive features for fast cruising seems to be the ease with which it can be handled, thanks to Balance’s VersaHelm wheel, which cants inboard to steer from a protected position, and, in particular, the cutter rig with all three headsails on electric furlers controlled from the helm.

Previous Balance models have been bright and refreshing inside, and the 580 promises more of this with its extra-large side windows and skylights in the coachroof.

McConaghy MC68

What a sight this big cat will make. A ‘pocket superyacht’ design from Jason Ker, it builds on the footprint of the 62, but with a crew cabin, extended aft deck and flybridge options.

Hydraulic centreboards are once again neatly integrated into the hulls without swallowing much accommodation space or penetrating the decks. Together with the yacht’s E-glass, carbon composite and Corecell foam construction controlling the weight, and the fine bows and performance hulls, these boards will help with pointing and performance. The predictions of 20+ knot speeds look very attainable.

McConaghy’s preference for dual wheels set on each flank of the flybridge helps promote unobstructed views from the helms. Another benefit here is that, with no internal or bulkhead helms, the main deck’s saloon and aft cockpit feel extra sumptuous.

M2atelier has gone for an architectural and apartment style feel, but it’s very much a customisable interior. Colours, finishes and even layout can be tailored to suit.

In terms of accommodation in the hulls, three to five cabins, plus crew cabin, are offered.

Lagoon’s Eighty 2 & 38

Born out of the Bordeaux yard’s unrivalled experience, especially the success of its (already vast) Seventy 7 and combined with the design powerhouse of VPLP, Patrick le Quement and Nauta, means you can expect seriously big things out of this new super cat.

Eight can relax in the secluded forward cockpit alone. The aft swim platform can extend cockpit space by 22m2, or be used to launch a dinghy, jet-ski, or a few family members into the sea at the push of a button. The 50m2 flybridge towers above like a terrace in the skies, with twin helms and a solar-covered bimini. And then there’s the multitude of cabins, which include’s the owner’s hull door private terrace – a trump card of the 2017-built Seventy 7 worth repeating.

Talking ‘sustainability’ may seem incongruous on such a craft, but we think it worth highlighting the Beneteau Group’s continued major advances in materials and the results with resin here.

For years Lagoon has been using hemp fibre and bio resin in non-structural parts. Passing the required quality tests has allowed it to employ 100% bio-sourced resin for the entire hulls of this Eighty 2, and therefore halving the carbon footprint of the resin.

More on this in our big cat special next month.

At a more tangible level to most sailors, Lagoon will also be exhibiting its smallest new model, the Lagoon 38 which launched at the International Multihull Show earlier this year.

Italia Yachts 16.98

Performance cruising and style specialists Italia Yachts is due to launch its new flagship this autumn, but only in time for the Genoa show from 18 September.

In comparison to the Molfetta yard’s previous models, the 16.98 is designed more for cruising, and offshore/long-term cruising at that. It represents a large step up from the yard’s previous 15.98, including a lighter weight build, which features a higher percentage of composite material, a full carbon grid and carbon structures. The result is that displacement is kept to 17.5 tonnes despite a full itinerary of cruising equipment such as aircon, lithium batteries and safety systems.

The shape also differs from its siblings, with a vertical transom to include a dinghy garage, while the deck plan is simplified to encourage short-handed operation. The first hull will cruise the Mediterranean before taking part in the 2026 ARC en route to Boston.

Beneteau Oceanis 47 & 52

Beneteau launches the eighth generation of its Oceanis range, one of the world’s most popular cruising yachts, with the unveiling of a new 47 and 52 this autumn. Granted, they share close resemblances to the previous 46.1 and 51.1, but remember those were very successful models – particularly the 46.1, which was a clear European Yacht of the Year winner in 2019.

That Finot Conq hull shape on the 46.1, with its full-length chine that helped create a balance of space and speed, has been tweaked rather than redrawn by the looks of the renders. The L-shaped cockpit has increased in size and is offered in open or closed formats.

Multiple layout options are available – from three cabins and two heads, to five cabins and three heads – and in three different trims.

The larger sister 52, meanwhile, sports a new hull and deck, with the extra beamy aft profile the signature of America’s Cup designer Roberto Biscontini. By carrying this generous beam right to the stern, it helps create 30% more cockpit space over its predecessor. This also uses twin C-shaped cockpit benches to create a new diamond shape, promoting unhindered passage through the centre and around to the side decks.

Nauta has clearly influenced the styling on deck and below, where warm wood, quality upholstery, and Corian worktops show elegance. The forward owner’s suite looks grand. Both models are also offered as First Line versions with taller masts and increased sail areas.

Comar C-Cat 65

For sailors looking for rewarding cruising multihulls that can replicate the feel of a performance monohull, the C-Cat 48 is one of the most responsive examples I’ve sailed in recent years. And when you visit this 50-year-old family-run yard near Rome you understand why. Performance sailing is Comar’s DNA and so much of what they produce is crafted in-house.

Press information about the launch of their flagship new catamaran, a formidable 65ft of fast cruising luxury, is telling. In contrast to most yards, which tend to highlight the finishes and options available, the accommodation spaces and glitzy bits, Comar is all about the stiff and light construction.

Designed by Enrico Contreas as a high-performance sports cat, the 65 merits 40,000 construction hours, with every piece of furniture hand-made in the yard. Carbon is the predominant material choice, used with glassfibre for the hull, pre-preg preferred for the in-house-built mast, together with carbon daggerboards, crossbeams, bulkheads and bowsprit. For optimum stiffness-to-weight, Comar uses a double-cut Corecell sandwich with vacuum-infused epoxy resin.

The result on the water weighs only 18.5 tonnes, and promises uncompromised, exciting sailing in pretty much any wind. For those still interested in what’s inside, there’s plenty of space in three or four guest cabins plus one crew, with an aft owner’s suite, but that’s about all I can tell you so far! This is one we’re looking forward to seeing and sailing.

Ice 64 Explorer/66 Sport/70RS

Ice is very much an archetypal Med fast cruising brand, which helps make this new 64 Explorer all the more distinctive, with its blend of go-fast meets purposeful styling. The Felci design offers something really different for the Milan yard, a performance yacht designed for ocean cruising, with energy and operational independence.

A carbon T-top and bimini encloses an otherwise sleek cockpit. This structure is multi-functional, providing crew protection, and housing the mainsheet traveller, solar panels, and rainwater collection drains. The arch also serves as a crane to lift the dinghy onto the wide sugarscoop-style transom.

Inside is a three-cabin layout and a dinette opposite the midships galley, which can transform to a berth. The crew cabin has access to the engine room, and there’s a multifunctional area which includes a large workbench, laundry and heads to suit extended periods of living aboard.

The first of two 64 Explorers in build will be on display at Cannes alongside the latest versions of the Farr-designed Ice 66 Sport and the Felci Ice 70RS, both of which we have reviewed and shot on video in recent years. The 66 marries powerful Farr lines with chic Italian styling by Micheletti & Partners, while this RS version of the Ice 70 is a sub 30-tonne Felci design with a Cariboni lift keel, and is created to compete at international regattas without compromise on comfort.

Kinetic KC54

Having shown and written about this Kinetic catamaran and its KC62 larger sister over the years, from when the brand was in concept stage, but still never having had the chance to board one, we are particularly excited about the prospect of doing so now, with Kinetic making its European debut at Cannes. It will have a KC54 at the show and potentially one anchored in the bay for sea trials.

Kinetic really hits the niche of luxury crossed with high performance. Built in Kynsna, South Africa, its catamarans offer fast cruising quality, and use equipment from top suppliers.

The KC54 is offered with Performance or Turbo packages and owners can choose slab-reefing on V-booms or electric in-boom furling.

Grand Soleil 65 Performance

Following in the footsteps of Grand Soleil’s recent large and exceedingly cool models, the 72 and the 65LC (featured at length last August), comes this Performance version of its 65. It forms part of the brand’s semi-custom Plus line of models over 60ft and made its debut in May.

The Matteo Polli and Nauta design is naturally similar to the LC, albeit with a different deck line and alternative interior layout. Gone are the panoramic windows and raised saloon in favour of a sleeker look and saloon at the same level as the forward accommodation.

Jeanneau Sun Odyssey 415

This first model of the 9th generation of Sun Odyssey has a tough task in replacing the highly popular Sun Odyssey 410, but trusting that to the proven design house duo of Marc Lombard and Jean-Marc Piaton gives Jeanneau an optimum chance of success.

Many of the features which worked and we saw before are repeated in a similar style yacht, including the reverse stem and walkaround side decks. The 415 is offered with four sailplans and three keel options. Its interior looks light and spacious in the saloon, there’s an L-shaped galley, and it’s offered with two or three cabins and one or two heads.

Excess 13 and more

In a triple showing for Excess, the Beneteau Group brand will display its latest Excess 13, which we have shown a couple of times in these pages, alongside its smallest and largest models, the Excess 11 and 14. We toured the 13 at the International Multihull Show and it offers an exciting blend of space and performance with plenty of bright accommodation for fast cruising.

Wauquiez 55

This proved a showstopper at its debut in Düsseldorf in January, and our subsequent video tours have been very popular. The novel Lombard-designed hull features distinctive reverse sheer and chines combined with a protected and covered central cockpit. If the raised saloon looks inviting, wait until you see the class-leading space in the aft owner’s suite, complete with its own companionway access onto the aft deck.

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You have to admire the ambition. A goal to create the fastest race boat in the world (on corrected time) is no small feat, and a particularly punchy thing to claim from the outset, 18 months before splashing the first boat. To then produce a yacht that looks this go-fast good with the Marvel-like heroic name to back it up… It’s brave, it’s brash, it’s bullish. Perhaps only a brand such as Wally could hope to pull it off.

Racing yacht designs are typically fickle things, their potential success often at the mercy of trends and rules. To ensure some longevity, they not only have to prove successful on the water, to give their owners enjoyment and a chance at silverware, but they also need some versatility. Swan, for example, achieves this with its ‘Club’ world of regatta circuits – and by insisting on fitted interiors for after-sales after life.

Wally is another big brand which thinks big. To put its vision in place and try to ensure the Rocket will do what it claims, it involved some heavyweight partners. With the TP52 as the long-proven benchmark in the inshore/coastal Grand Prix scene, Wally took the most successful designers and sailors from this circuit to develop a TP beater. Essentially, it sought a Botin to beat the Botins.

Combine this with founder Luca Bassani’s long-proven forward-thinking ability and the result is a red-hot, water-ballasted 50-footer with trim tab and ultra-efficient hydraulic controls.

Wally used the might of its parent company, the Ferretti Group, to construct these new one-design Rockets in a new top-tech carbon facility. It’s now using the first boat to launch as a prototype, to be wetted most stringently and to sail in the most high-profile regattas in its first season, before the next five on order launch.

Crew weight and water ballast optimise heel trim. Photo: Gilles Martin-Raget

This first Rocket weighed-in at just over six tonnes light, which is nearly a tonne lighter than a TP52. However, should the stats still not deliver for some reason and it doesn’t prove to be first on handicap in regattas, there are a few other pivotal factors to this 51-footer which could ensure its prosperity.

Firstly, it’s a Wally so it looks rad. Secondly, the aim is for it to be a one-design class for fair owner-driver racing. And then there’s its potential ease of use (comparatively speaking). Bassani’s creations have always promoted ease of handling, and the same could be applied here.

On paper, it’s less expensive to run, as fewer crew are needed thanks to water ballast and hydraulically-operated systems. It’s also been designed with the potential to swap out the coffee grinders for electric winches. “Fast and easy was always Wally,” states Bassani.

Article continues below…

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Pre launch checks

While we don’t often trial full-on race boats, we snapped up this chance. And obviously I crossed every appendage in the hope I might get the full orbital velocity experience. Indeed, during the days in Valencia preceding our spring visit, when the official photos you’re seeing were taken, the crew experienced prime conditions.

However, even Wally can’t choose the weather, and for our day, we were dealt light winds and flat seas. This did offer the chance for the various international media to each take a turn on the helm, both sailing upwind and down. It proved a delightful appetiser which, when you’re dealing with a Grand Prix yacht, is a rarity.

Valencia is the training base for the Django sailing team, who are using Wally’s prototype to develop it in racing conditions before they take the third hull.

“Wally has given us a huge opportunity to fine-tune this boat for the class,” explains Vasco Vascotto, the supremely experienced tactician helping to spearhead this class and sailing team, along with fellow TP52 specialist, the Argentine strategist Guillermo Parada.

Early trials (and initial races) for the Django sailing team have proven promising. Photo: Gilles Martin-Raget

During our pre-sail briefing they explained that the boat launched with a trim tab on the keel, an appendage which helps negate leeway upwind and reaching, reducing rudder use and drag. They sailed with it for a few days in December before being met with the news on 1 January that the IRC class was doubling the penalty for trim tabs, so they had to take the painful decision to remove it, changing the keel out for the first few regattas this season.

And what a season: Django’s programme includes the Admiral’s Cup and Fastnet Race – surely the most demanding initiation to prove if it is competitive racing offshore? For IRC regattas, they’ll race with 15, “because you get given that crew number so you might as well take it,” explains Parada. For one-design they plan to race with around four fewer crew, a factor which helps Wally to claim it will be a fair bit cheaper to run than a TP.

Rocket fuel

Compared to a TP, the Rocket sports a bit less beam, and chamfers are used for windage reduction (not allowed on TPs). The designers also tried to reduce wetted surface area as much as possible. “But the biggest difference is the weight and being able to compensate this,” Parada explains.

Here he’s referring to the water ballast, with 600lt available on each side, split into two tanks fore and aft. Even with full tanks, that’s still 300kg or so lighter than a TP52, all of which makes the team confident the Rocket will be very competitive, especially downwind and reaching.

Fully stacked: the Rocket will race in offshore/IRC events with 15 crew but is designed to be controlled with electric hydraulics too, so human power and crew numbers can be reduced. Photo: Gilles Martin-Raget

The tanks take around a minute to fill, seven seconds to transfer between tacks and 40 seconds to dump. I was soon impressed with how these can be used to play with the righting moment and how crew can actively ‘trim’
the ballast. Mastering this and heel angle will be critical.

In fact, our trial conditions were an ideal demonstration, as the wind fluctuated from just 4 knots into occasional double figures so we could witness the difference and the benefits of having no ballast in light airs, up to the full tanks to temper the heel angle upwind. It’s impressive. No crew need move, the trimmer monitors heel angle, decides to flood a tank in seconds, transfers this ballast or dumps it as you round the top mark.

Lift off

Despite a laden boat, nearly half of which was made up of clumsy media, the Rocket quickly shows some potential. While reaching with the J2 at 100° to the apparent wind (a more suitable Code 0 range), I note we’re already near matching its 9 knot polars in just 7 knots true wind speed. Pointing up, we clock 7.5 knots in a knot less at 35° to the true wind. “It’s promising,” Vascotto confirms with a twinkle in his eye.

The trimmer’s display reads three tonnes on the forestay, load shared with the structured luff. The trimmer explains how they trim the backstay before adjusting the jib Cunningham. At this point, we have enough power on to induce 16-18° heel and it’s time to add some water ballast. The Rocket stabilises in attitude and continues to accelerate. It’s a raw, unforgivingly stiff motion.

During my stint on the wheel, we maintain 8.5 knots boat speed upwind in 9.7 knots at 42° to the true wind. It’s so reactive, with instant response and super direct communication to that single blade. The mainsheet trimmer speaks to backstay trim, and I appreciate how you then really feel the latter on the helm.

At the end of the day (excuse the cliche), the Rocket is a Wally, and thus, even for a stripped-out racer, oozes style. Photo: Gilles Martin-Raget

While this is translated through a nice amount of pressure on the wheel, it’s also a lot to process, a sensory overload, with constant comms and trimming. I simply focus on keeping it to the best angles and numbers the mainsheet trimmer is calling, yet I’m surprised how much I need to actively steer in these light conditions.

The kite is hoisted and we’re immediately into double figures. This is a training spinnaker, an A2 normally used for bigger breezes and only manually dropped rather than using the super quick string-drop system. Nevertheless, we can match the 10-11 knots true wind at 140° true, accompanied by a cheerful humming sound as the Rocket planes, so easily, and with so little wake. This is one wonderfully slippery hull.

“I’m very, very happy,” grins Luca Bassani, after his first stint on the helm. “The amount of feel really impressed me – you can feel when the backstay is added and the difference the water ballast makes to trim.”

Flight control

The deck layout and control systems are next-level in their ergonomics and ability to adapt to short(er)-handed use. Below the cockpit side decks are mounted neat panels in ideal strategic positions for trimmers to have remote push-button hydraulic controls for various functions. Sheets can obviously be cross-led to optimise crew weight, while multiple winches and functions can be selected to be powered by the coffee grinder. This is linked to a rotary machine below deck, a similar system to TPs, which allows you to use it to pump hydraulic oil pressure.

The WallyRocket boasts more sail area/disp than a TP52 for less wetted surface. Photo: Gilles Martin-Raget

Vascotto says they’ve tried to ensure the Rocket is as dry a boat as possible below decks. He points out how the transverse jib tracks are mounted above rather than through the deck, and that after five days of 20+ knot conditions, just three spongefuls of saltwater found its way inside.

And it is a bare carbon shell inside. I struggle to imagine what it would be like to sail a classic offshore race aboard this. Whether trying to rest in dark pipe cots within this black can, or hiking from the unforgiving deck with its sandpaper-like non-slip, it’s brutal. There are no creature comforts, and any extra weight tolerances were used up on the graphics (Parada’s answer as to why there’s none of the nice foam decking many race boats use these days: “weight – it would have added 3-4kg!”).

Touch down

As we motor back to port I try to gauge the assessments from the pros. “Downwind, it’s a rocket for sure, while today confirmed its light wind ability too,” notes Vascotto.

“It’s simple and fast,” Bassani concludes. “Even in very light airs you move, then in 15-18 knots you’re planing without even a gennaker. So if the boat is successful racing, then we will strongly push for the electric mode – as 15 aboard feels crowded.

“I’m imagining the short-handed ability when the coffee grinders are swapped out for electric power… owners will be able to daysail it with three crew,” he muses. At the same time you can sense Bassani’s frustration with the ratings authorities, and not just for the trim tab penalty.

Photo: Gilles Martin-Raget

“The rules are penalising electric winches, which are slower than coffee grinders – it’s crazy!” he reasons, because if you reduce crew, you reduce complexity and cost. Vascotto confirms that for one-design racing they’re looking at reducing crew to 11.

When asked if the world needs another 50ft race boat, he says they “learned a lot from past classes and what we could improve. So although difficult to beat this dimension, at the same time we can make something new.” Vascotto explains how they’re trying to promote value, with comparatively cheap running costs, and by ensuring the Rocket is fast in all conditions and ratings.

“As an example, this is watertight, whereas the TP isn’t. The TP doesn’t have a reef, this does. So whether IRC, in class or coastal, the Rocket can do it.”

This summer should prove the ultimate testing ground. And let’s not forget the Italian fuel which could really ignite this rocketship: the Wally factor.

Wallyrocket 51 specifications

LOA: 15.50m / 50ft 10in
LWL: 15.00m / 49ft 3in
Beam: 4.30m / 14ft 1in
Draught: 3.50m / 11ft 6in
Disp (light): 6,250kg / 13,779lb
Water ballast: 640lt / 1,411lb (each side)
Sail area (upwind): 160m2 / 1,722ft2
Sail area (downwind): 360m2 / 3,875ft2
Design: Botin Partners/Wally/Santa Maria Magnolfi
Builder: wally.com

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The world of superyachts is continually pushing boundaries, blending unparalleled luxury with cutting-edge design and impressive performance. As we look ahead, a new fleet of ambitious projects and unveiled designs promises to redefine what’s possible on the water, catering to owners who demand both exquisite comfort and serious sailing capability.

From versatile bluewater cruisers offering bespoke options for shallow-water access, to groundbreaking eco-conscious catamarans and sleek, high-performance sloops designed for ultimate efficiency, these upcoming superyachts showcase a thrilling evolution. They embody the pinnacle of naval architecture and interior design, offering a glimpse into the future of luxury sailing.

Oyster 805

Oyster Yachts proudly unveiled this contemporary new design at its annual private view event in St Katharine Docks, London, in early May, with a model which bridges the yard’s semi-custom speciality with that of the supersailing world.

It describes the 805 as a ‘superyacht-inspired bluewater cruiser’, one which features plenty of custom choices, including the option for a shoal keel which draws just 2.67m (8ft 9in) to allow access to shallow anchorages normally off limits to many big yachts.

The 805 continues the British yard’s long-standing partnership with Lymington-based Humphreys Yacht Design, a collaboration which has already resulted in more than 100 circumnavigations completed by Humphreys designed Oysters.

The new addition to the range sits between Oyster’s 745 and 885 series II, and maintains the style of the modern Oyster fleet, particularly the distinctive vertical seascape hull windows.

Three sets of three of these hull portlights (used for the master and guest cabins and saloon) give the 805 a strong identity, and judging from the renders alone, the resultant views all those large panes of glass provide look to be nothing short of spectacular.

There are plenty of comfort choices, including day bed and day bar options in the saloon. The layout includes four en-suite guest cabins and an option for a home office, a library/snug or even a compact gym.

There is also plenty of relaxation space on deck too, including a new day bed design in the cockpit, while the foredeck tender well can convert into sunken seating. An optional fixed ‘Starlight Bimini’ provides sun protection for the centre cockpit, an area which should suit al-fresco dining, while the huge bathing platform features twin stairwells.

The first hull is expected to be ready in 2027.

Oyster 805 specifications

LOA: 25.28m / 82ft 9in
LWL: 22.71m / 74ft 9in
Beam: 6.35m / 20ft 10in
Displacement: 64,700kg / 142,639lb
Builder: oysteryachts.com

Southern Wind SW123

Southern Wind has revealed plans for its largest yacht yet, which is already in build at its Cape Town facility. Farr is responsible for the naval architecture of the SW123, creating a design to deliver fast beating in low-wind Mediterranean conditions as well as good offshore stability.

A comparatively light displacement of 105 tonnes and narrow hull shape (albeit with volume in the forward sections), together with low wetted surface area and high righting moment, should all help ensure it is rapid under sail. Indeed, a glance at the projected polars confirm this spirited performance potential, including 8.4 knots upwind in just 6 knots true and over 14 knots reaching in 12 knots wind. “So when everyone else is at anchor you can sail past at over 8 knots!” quips CCO Andrea Micheli.

There are many options, in line with Southern Wind’s ‘Smart Custom’ concept. Owners can define their own coachroof profile, for example, depending on how much space they want in the raised saloon, and choose a transom configuration.

Article continues below…

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The first yacht features the sleekly curved GT style. Nauta has given this an elegant, uncluttered look. The large cockpit is sunken into the deck, which helps afford some protection to the forward end of the guest zone, but otherwise the surface is flush from bow to stern.

It’s the same story for the interior, which is a very similar plan to the SW108 (see page 76 for full feature). The standard layout puts the owner’s cabin right forward with two guest cabins amidships and one fore, but anything is possible within the bulkhead positioning.

“We offer a couple of mood boards, but then act like the elephant, with small mouth and big ears,” adds Micheli on the yard’s philosophy.

The launch of hull number one is projected for spring 2027.

Southern Wind SW123 specifications

LOA: 37.46m / 122ft 10in
Beam: 8.18m / 26ft 10in
Draught: 3.8m / 12ft 6in to 5.9m / 19ft 4in
Sail area: 740m2 / 7,965ft2
Builder: sws-yachts.com

Maverick

Dixon Yacht Design’s latest radical sailing concept is a twin-masted Dynarig yacht capable of operating without burning fossil fuels. The 60m design has a long, low-slung coachroof with inverted windows that give it the looks of a go-anywhere explorer yacht.

Maverick is a collaboration with Lateral Naval Architects, which has optimised the hybrid electric propulsion. The boat is a technical marvel, with the ability to motor silently without generators at 8 knots for up to seven hours.

At sailing speeds above 12 knots, Maverick can regenerate enough power to run hotel systems and start recharging the battery, creating the prospect of oceanic passages without burning any fuel. Build is suggested to be in partially recycled aluminium alloy.

As with any yacht of this size, the interior is a matter of the owner’s taste.

Maverick specifications

LOA: 59.50m / 195ft
Beam: 11.00m / 36ft
Draught: 4.00m / 13ft to 6.25m / 20ft 6in
Builder: dixonyachtdesign.com

Sunreef 35 Eco

Polish catamaran builder Sunreef has announced the sale of its first 35m Eco sailing yacht. Built in composite at the brand’s new Ras al-Khaimah yard in the United Arab Emirates, the boat is part of the Sunreef’s recently announced superyacht range.

Key details are still under wraps, so the performance of the yacht is unclear, but Sunreefs are really all about the living space. This first owner has opted for four guest cabins below and a huge master cabin at the front of the superstructure on the main deck. Here, it benefits from the full 14.70m beam with space for a super kingsized bed and a his ‘n’ hers bathroom complete with bath tub.

Lots of glazing makes the interior bright, while the owner’s cabin has its own access to the foredeck lounge.

Outdoor space is also impressive, with a 100m2 flybridge, complete with plunge pool and bar, plus a huge ‘ocean lounge’ with fold-down bulwarks aft.

Like many Sunreefs, the yacht is studded with solar panels to charge a huge lithium battery bank. Together with twin regenerating electric drives, this gives the yacht silent operation and potentially unlimited range in favourable conditions.

Sunreef 35 Eco specifications

LOA: 35.00m / 114ft 10in
Beam: 14.70m / 48ft 2in
Draught: unknown
Builder: sunreef-superyachts.com

Baltic 33m cat

This is a multihull first for Baltic Yachts and a rare sailing catamaran that breaks the 100ft barrier – in recent years, this has been the almost exclusive preserve of Sunreef. Design for this bluewater ‘explorer’ yacht is by Berret-Racoupeau, who has drawn a fairly conventional-looking shape with a low-profile flybridge and a full-beam bathing platform.

Hull moulding is currently underway with advanced lay-up in carbon Corecell.

The renderings show twin furling headsails and a bowsprit with an integrated roller at the tip designed for flying big loose-luffed downwind or reaching sails. All sail controls are brought back to the twin helm stations on the flybridge.

Other notable features include pivoting centreboards that swing up to slash the draught to just 1.70m so the boat can explore shallow waters. Noise levels will be very low in guest areas and Baltic also says the boat will operate with a low environmental footprint – she will be fitted with regenerative hybrid propulsion systems, and power consumption at anchor will be very low.

Interior design is by Jamie Bush who has gone for modern styling, wrapped in a classic palette of warm woods, crisp whites with ‘pops’ of sporty colour. “She’ll be very much an explorer yacht with exceptionally high levels of comfort, beauty and reliability, as well as some groundbreaking developments in efficiency,” predicts Baltic Yachts sales director Kenneth Nyfelt.

Baltic 33m cat specifications

LOA: 32.90m / 107ft 11in
Beam: 13.00m / 42ft 7in
Draught: 1.70m / 5ft 5in to 5.00m / 16ft 5in
Builder: balticyachts.fi

53m Panamax sloop

No stranger to the superyacht world, Dixon Design regularly produces sailing concepts – often with two masts or even Dynarigs (see previous page). But the latest is for an achingly sleek 53m aluminium sloop designed with a towering 61m carbon mast that will just squeeze under the Bridge of the Americas.

She can carry an estimated 1,250m2 of upwind sail, including a giant square-top main, for plenty of power and running backstays. Set against that is a lifting keel system that gives up to 6.75m of draught.

Key features include an elongated coachroof and a sizable aft deck for storing a ‘decent’ tender. There are also fold-down bulwarks to enlarge the relaxing area and under-deck stowage for jetskis.

The massively glazed deck saloon is filled with natural light, and provides dining for up to 10, plus sofas, a TV area and a bar.

Guest cabins are all in the aft section of the boat, with four double/twin berths all ensuite. The owner’s suite runs the full beam of the boat, and includes a dressing room and direct access to the aft deck through the bathroom.

The coachroof is set with 80m2 of solar panels for 20kW of power to keep the hotel systems running without firing up the generator. The boat is also equipped with a regenerating prop system from Hundested which could make it entirely energy autonomous for an extended cruise. However, Dixon says the design has been optimised for charter use.

53m Panamax sloop specifications

LOA: 53.00m / 173ft 10in
Beam: 11.00m / 36ft 0in
Draught: 4.50m / 14ft 7in to 6.75m / 22ft 2in
Sail area: 1,250m2 / 13,455ft2
Builder: dixonyachtdesign.com

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The post 6 boundary-pushing and innovative superyachts revealed in 2025 appeared first on Yachting World.

When it’s on, it’s on. There’s no delaying showtime. Exactly 20 hours after leaving my UK home, while still hopelessly trying to rub the jetlag out of my eyes like an overtired infant, we were docking out of Cape Town and I was handed the keys to this souped-up super-cruiser. This was better than any caffeine hit.

The opportunity to sail a Southern Wind from its South African yard is one I’d craved for many years, but would a quick sea trial of the new award-winning SW108 during its commissioning phase, and before the yacht was even handed over to its owner, actually be possible?

More than that, how about a sail trial that allows you to move through the gears in response to the changing conditions, get fully powered up and steer this brand new yacht pedal to the floor at late teen speeds? Yes, in Cape Town, it seems it is!

The photos paint the scene well, but try also to picture being aboard. The feeling of helming this near 80-tonne beauty as it smoked along, planing offwind under the auspicious watch of Table Mountain, is formidable, and one I shan’t forget.

As someone who has spent his life in or on the water or plotting how to do so next, I have a heightened respect for any aqua-based activity around the ‘Cape of storms’. It’s wild. Indeed, later that evening, and for the following 48 hours of my visit, the wind swung offshore and really howled.

an iconic Cape Town backdrop to sail from, as Kiboko 4 slices to weather. Photo: Oriol Esteve/Photonautic

Watching the swell breaking off the trendy beachfront of Camps Bay, I witnessed with awe as the merciless Cape Doctor rifled down the mountainous backdrop, ripping through the wave crests, while tourists struggled to hold their phones still enough to get their Insta sunset shots.

Yes, when you’re on the Cape, you feel at the end of the world. And those building boats here face the many challenges that presents, topmost of which the craft launched from its shores need to be up to the significant task of taking on that wild weather. Southern Wind has built its reputation on that over 30 years, its roots burnished in its entirely appropriate brand name.

One look at the sporty lines, flush decks, and shallow cockpit lead you to presume the SW108, and indeed the modern Southern Wind style, is not so fitting for such gnarly prospects. Granted, the Italian styling and lack of shelter is designed more for light wind Mediterranean glory sailing than Cape bashing.

But, and it’s a big but, they are built to take on the weather typical of these parts, both during the commissioning and sea trial phases, and of course for their shakedown voyage which is typically thousands of miles to the Med. I can now say this with confidence, having done a full tour of the yard following the trial.

A prime feature of the SW108 is the large tender garage and bathing platform space. Kiboko 4 has a twin set of steps leading down to this. Photo: Oriol Esteve/Photonautic

Kiboko 4 is the second SW108 to launch, the second Kiboko I’ve trialled, and the fourth for this owner and skipper. It represents an evolution that really is in tune with that of the brand itself – larger, faster, smarter-built yachts on a semi-custom platform basis. Southern Wind is now building its largest model yet, in the SW123.

Tension mounts

Back to our trial, a big day for the yard too. We have the CEO, COO and technical manager aboard as well as the commissioning team, a select few wide-eyed media, and the pro crew. Their window to fine-tune is running out, with handover and worsening weather looming. When a stackpack fitting fails during the mainsail hoist, the intense pressure which comes at the culmination of a 20-month build becomes palpable.

With the main and genoa hoisted, we lean over onto a fetch and instantly match the early double-digit windspeeds off Cape Town’s waterfront.

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The power on tap from K4’s sail area is phenomenal. I note the readouts show six tonnes on the backstay and 12 tonnes of headstay load, the structured luff of the genoa helping absorb and distribute this load – all while Kiboko is still easing into her stride. But that’s in the comparative shelter. The commissioning team know what’s coming, they can see the swell wrapping around the point, the white caps offshore.

We switch down from genoa to staysail, a straightforward operation thanks to powered furlers, as the wind builds steadily through the mid-teens to the early 20s true. We’ve now got full heel on and K4’s averaging 10.5-11 knots at 31-33° to the apparent wind (50° True), slicing through the swell surging across our bow. And it points well too, thanks in part to the effective transverse jib tracks. These use hydraulic cylinders hidden under deck to control height and sheet lead angle.

From the rail or side decks you get a keen sense of heel angle, with 7.5m of midships beam presenting a long view downhill. Guests look for best places to sit or grip on. There are grab rails between and behind helms, but additional handholds would be prudent. At least the low cockpit makes for an easy cross during tacks.

Long timber coamings create a sleek look, provide a helmsman seat and integrates the coachroof. Photo: Oriol Esteve/Photonautic

Remembering our spirited sail on Kiboko 3 in Palma, I’m pleased to see the long sheet tail lockers reinstated here, which really help to keep the cockpit sole tidy under sail.

It’s a reminder this SW108 is designed to suit light wind power sailing.

“Two important design features of Kiboko 4 are generous sail area for the potential not only to effectively race in light winds but for the manoeuvrability and acceleration to excel in those conditions along with high stability,” Farr Yacht Design’s VP Jim Schmicker points out. Indeed, Southern Wind builds in carbon for that benefit of enjoyable sailing while others have to motor (the SW108 polars show 8.4 knots boat speed is achievable in just 6 knots wind).

Smiles and grins gradually replace any of that aforementioned crew tension as we ease into long-stride sailing. I’m stoked to be handed the helm, instantly appreciating what a powerful yet sporty twin rudder design this is, and what a considerable amount of sail area it has.

K4 is definitely happier now under staysail, more balanced and settled and less loaded. It’s also playful. The carbon hull, deck, and bulkheads produce a comparatively light and stiff build, which you really feel, while in K4’s case, a tall, high modulus mast, carbon rigging, and a deep lifting keel bolster performance. It’s reactive sailing.

A powerful performer with high aspect twin rudders for a sporty feel while maintaining control. Photo: Oriol Esteve/Photonautic

Although we have the crew and numbers aboard to trim from the winches, I also appreciate just how rewarding it is to play with sail settings from the helm. Having a single joystick control for captive mainsheet and traveller makes it so easy to depower the huge main.

Similarly, the hydraulic controls for Cunningham, vang, backstay and outhaul, are all on push buttons on both pedestals too.

The mainsheet is on a captive reel by the mast base, a ‘Harken Air captive’ which, like the Air winches, has hollowed-out sections to save weight.

Elsewhere, hardware including cleats, fairleads and stanchions is in titanium.

This is a mile-muncher, I note, as we continue to consistently clock double figures upwind. But once we free-off onto a reach Kiboko really locks into mid teen speeds with effortless ease.

And there it is, Table Mountain ahead, as we point our bows back towards Cape Town – what an iconic scene! The breeze is into the mid 20s now and we are really ripping along. Flocks of seabirds take flight from the windswept waves as K4’s bows thunder towards them.

Fine lines. Southern Winds may provide a pretty silhouette at anchor and perform in the light breeze, but are also known for sailing good distances and doing multiple ocean crossings. Photo: Oriol Esteve/Photonautic

We’re averaging over 15 knots in 23 at 55° to the apparent wind. My brain tries to process it all, the data readouts and numbers, the feelings and emotions. Then we nudge over 18 knots in 27-28 knots going across and slightly with a wave. Wow! This is pure power and glamour stuff.

It feels like a bit of a blur after that, like a come down from a high speed adrenaline ride, but I take a moment to digest it while motoring back into port. Sailing this boat in these conditions is a special experience, in particular one that shows this yard’s confidence in its product.

Split level main saloon, with eight person dining table to port and large sofa daybed opposite, with steps leading down to TV snug/lounge. Photo: Oriol Esteve/Photonautic

Pedigree breed

Kiboko 4 is the second SW108 following Gelliceaux, which won the St Barths Bucket in its maiden season last year. Chief differences are that the first hull includes a hybrid propulsion system, which resulted in a bit more weight and slightly higher mast, while K4 has a full-height lift keel from APM. This is housed in a carbon trunk, and reduces draught from 6.2m-4m. Kiboko is also trialling a novel alternative to teak on its deck, a heat-treated maple, sourced from sustainable forests.

You may well wonder why an owner would choose to upgrade from a SW105 – and you’ll be surprised to hear the main difference the SW108 offers: the tender garage! Overall, the slightly larger model offers more everywhere… more righting moment, loads, length, beam, weight etc.

And the geometry has changed with a refreshed coachroof design and beamier aft sections. Those aft lines play into this garage space gain, without reducing the crew area.
“Clients want bigger tenders,” confirms technical manager Yann Dabbadie, who took me through the boat. And it’s a significant step up, from the 4.35m on the SW105 to a 5.05m Williams Jet tender on the SW108.

Crew mess and area with navstation ideally placed at the foot of the crew companionway. Photo: Oriol Esteve/Photonautic

A clever carriage system has been developed for shipping this RIB, using tracks which slot it neatly into the garage.

A ‘magic transom’ also now forms a huge beach club, double the size of that on the SW105. Kiboko has grand, dual stairways down to this terrace, an example of Southern Wind’s semi-custom ‘Smart Custom’ approach, while the third hull is different again, with toy space aft, yet the tender in a foredeck well.

Aboard Kiboko (and most modern Southern Winds), this foredeck locker is shallower and makes for a useful staysail or Code sail locker. Then there’s the real sail locker, which is a superb, extra-deep space. It has a partitioned section to one side for stowing the Code 0, a roller by the hatch for hoisting it, and the jib Cunningham cylinder in here, upgraded to take 8-tonnes load. It also provides access to the submarine anchor further forward. This design helps to bring weight aft, away from the bowsprit, and can be monitored from an underwater camera.

I later saw this whole bow section in the yard and was impressed with the thorough construction approach, namely the angled laminated area around the forefoot, a crashbox, and this watertight box for the anchor (all before you get to the main forward watertight bulkhead).

Pale fabrics and lots of natural light in the modest owner’s suite forward. Photo: Oriol Esteve/Photonautic

Style tricks

Seen from the side, the SW108 is a sleek machine, where volume and glazing is disguised masterfully (a Nauta Design speciality).

A step down into the guest cockpit reduces the coachroof and coaming line by around 15cm, while the darker hull colour helps conceal huge hull windows. Indeed, when you first descend the main companionway you’re struck by the amount of natural light coming through these portlights and the long skylight above the saloon. Nauta’s Massimo Gino says Kiboko was specifically designed to encourage the most natural light. The incorporation of traditional-style deck prisms to bring natural light into the passageways below decks is another nice touch.

The design brings the numerous benefits of a raised saloon format without adding aesthetic bulk. So it provides the space and views, with the machinery space all contained below, and a natural division between owner and crew ends of the yacht.

Identical aft guest cabins with twin beds (can be doubles, triples, Pullmans etc too). Photo: Oriol Esteve/Photonautic

The crew area aft is an ideal layout for up to six crew in three cabins. It includes a large, light galley adjoining a mess, an ensuite captain’s cabin and large navstation at the foot of the direct access companionway.

Skipper Ramon, who has run all the previous Kibokos and spent a year on this build, wanted the most serviceable engine room possible, so removed everything that wasn’t loud or vibrating. The result is a low but beamy and well organised space. There’s also plenty of juice for the hydraulics available: with PTOs on the gensets and two DC powerpacks, almost 80kW’s worth at full power, all running efficiently at 48V.

“The owner’s brief called for a contemporary, functional, marine-inspired interior: fresh, warm, and welcoming,” Gino explains. “This is achieved through the use of bright light oak veneer paired with subtle touches of walnut.” It has a summer feel, with handwoven Mallorcan fabrics used for the upholstery. Yet beneath this joinery, and even the hand-made resin marble effect used in the guest bathrooms, are foam-cored panels.

The tricky part is being both light in build and durable for repeat builds. During the yard tour we saw how these honeycomb and foam panels need hard points within them to screw any fittings into. This is done at design stage, triggering a CNC file before the joiners start edging all the panels. It’s an impressive amount of forethought and results in a furniture construction booklet for every part, fiddle design, drawer etc.

The numerous deck and sunpad cushions really help enhance cockpit comfort and are kept in place using neat bolt-rope slides built into the coamings. Photo: Oriol Esteve/Photonautic

Elsewhere, the yard’s Smart Custom approach offers good layout flexibility, particularly around the forward accommodation spaces. K4 really is an evolutionary yacht, which shows Southern Wind’s custom philosophy perfectly.

At the heart of this is an ethos to build upon knowledge gained in a good way – and to not expose clients to unnecessary complication, as CCO Andrea Micheli puts it.

This owner’s fourth Kiboko is, he says, primarily a family yacht for Med summers, and he dreams of taking it to the Caribbean and Maine.

But whether it’s crossing oceans, racing in superyacht regattas, or island cruising the SW108 is a yacht that has been finely-tuned to offer the most to its owners. Fittingly, it just won ‘Sailing Yacht of the Year’ at the World Superyacht Awards.

Multiple furling headsails. There’s also a double padeye for a storm jib on a 2:1 halyard, and a padeye for the Code 0, – during deliveries multiple sails are left rigged and ready. Photo: Oriol Esteve/Photonautic

Southern Wind 108 specifications

LOA: 32.87m 107ft 10in
LWL: 29.78m 97ft 8in
Beam (max): 7.51m 24ft 8in
Draught: 4.0m-6.2m 13ft 1in-20ft 5in
Displacement (lightship): 76,000kg 167,550lb
Ballast: 26,700kg 26,700lb
Sail area (100% foretriangle): 586.6m2 6,314ft2
Engine: Cummins 305hp + 2x 19Kw generators
Water: 3,000lt 660gal
Fuel: 4,600lt 1,012gal
Design: Nauta and Farr Yacht Design

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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 Southern Wind 108 review: ‘The power on tap from the sail area is phenomenal’ appeared first on Yachting World.

Conjure an image of a contemporary performance monohull, and it’ll likely be a Swan, Grand Soleil, X-Yacht or something similar (the original Solaris 50 from 2015 springs to my mind). These all hail from pedigree yards, which specialise in cruising or cruiser-racer yachts. And their latest iterations are polished reworkings of that well-established theme and layout, often with a liberal sprinkling of Italian cosmetics.

However, 2025 brings a hot new face, a brash-looking design that could steal the show – and did just that at its Düsseldorf premiere in January. This yacht is from a daysailer specialist that wants to bring some of its easy short-handed methodology to this luxury fast cruising arena.

We put this theory to the test sailing the new Saffier SL46 from Saffier’s home town of Ijmuiden to examine how virtually all operations are – or can be – controlled solo from the helm. Saffier has integrated many clever ideas to enable this mix of elegant comfort and ease (including a surprise favourite feature, which I’ll come to later). It’s also clear the yard wanted to bring its premium build quality to the fore.

Such a venture sparks questions about moving into a much larger and more competitive sphere when it has established a niche and cornered the worldwide market in daysailers. And why this shape, weight and (formidable) price?  Thankfully, we had the day to find out the answers! To be given the time, resources, sail inventory and even sublime sailing conditions to really appreciate and get under the vinylester skin of such a yacht is rare.

‘Sailing the Saffier is simply an index finger workout’. Photo: Sander van der Borch

You’ve been Tangoed

The Saffier SL46 is clearly a statement yacht. You only topcoat a new yacht in Awl Grip metallic orange if you want it to stand out. It’s in your face, deliberately anti-white. Even approaching it in a Dutch marina in March, I instantly envisaged it turning heads with envy and appreciation in many a luxe Med port. And the first few Saffier SL46s ordered are all ‘Med’ versions, which means an open transom cockpit with sliding helm seats that convert to sunloungers. A more conservative ‘North European’ option is offered with closed transom and dinghy garage.

I quickly came to appreciate how well the Saffier SL46 is geared up to make it manageable, principally by using systems found more on larger yachts. These facilitate short-handed performance sailing, as well as docking and setting sails in the most fuss-free manner. Yes, it has a tonne (literally) of costly equipment to help it achieve that, but the majority of these are reliable systems.

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The owner of this first example to launch chose numerous optional extras too. Bow and stern thrusters may seem overkill on a 46ft single-rudder yacht until, as we discovered, you need to dock between tight piles or finger berths with a 20-knot cross wind.

Similarly, an in-boom furler is a more typical choice on big yachts, yet the optional Mainfurl simplifies mainsail handling, and meant we repeatedly sailed out of the harbour while most crews would still be unzipping a stackpack and fighting a flapping sail.

In practice, then, sailing the Saffier SL46 is simply an index finger workout. Main halyard up, brrrr, while furler unwinds, brrrr. Mainsheet trim, brrrr. Jib furler unwind, brrrr, jib sheet trimmed-on, brrrr. And in almost as much time as it’s taken to read that, we’re on the wind. Any power consumption concerns are allayed by 600Ah of lithium battery power (another €25,000 extra), together with a grunty diesel engine for recharging when away from the dock for longer periods.

The result is that we are straight into action. In the 15 knots of puffy breeze inside the breakwater, we’re up to 8.5 knots almost instantly, then reaching off out to sea at over 9 knots, with a dual sheet ease, brrrr. I’m sailing with Saffier founder Dennis Hennevanger, who demonstrates how easy it is to sail solo: unleashing, trimming then furling and gybing the Code 0, while I observe and film. The optional powered Code furler on the end of the carbon sprit helps makes this an impressively speedy procedure.

Push-button, short-handed perfomance sailing. Photo: Sander van der Borch

This ease with which you can get out of harbour and sailing solo is something Dennis clearly champions: “I haven’t seen that in this length – it’s a totally different way of thinking… It’s really an XXXL daysailer which you can go on for three weeks!”

A captive mainsheet is another big-boat system, but one Saffier considered crucial enough to persuade Harken to design a smaller version to its existing range. Again, it’s a €20,000 option, but the result provides instant trim control of the large mainsail from either wheel and keeps the deck layout neat. However, caution is required around that single point sheet zone, especially when there is any slack in the sheet during a tack or gybe.

Some may question if only having two winches is impractical, but Saffier has offered Harken reversible winches on its range for years and believes in the tech. While an additional cost, they provide instant trim from either pedestal and safe easing of loaded sheets and make for an intuitive system.

With that, I give the remote buttons a nudge as we climb up into the puffy offshore breeze, then another little tickle of trim and we’re averaging 7-7.5 knots upwind at 25° in the Force 4 gusting 5.

There’s plenty of comfort for others in the huge cockpit. Sliding seating works really well, providing luxurious chaise-style seats. Photo: Sander van der Borch

Plane sailing

We then enjoy much of the rest of the morning under Code 0, with speeds between 9 knots and the early 10s while reaching, at an average of 80-90° to the true wind. The helm feels solid, with generous weather helm. You can feel this is a 12-tonne loaded boat – it doesn’t want to let loose and rip, it’s more steady, purposeful.

During some lovely long kite runs that afternoon with the large orange A2 gennaker, we consistently clock double figures in 18–21 knots breeze (wind may be over-reading a little). Saffier says the 46 can plane with over 18 knots true wind, and I note the hull releases once we hit over 10.8 knots of boat speed during a couple of the stronger gusts. However, it feels a little heavy to me, considering its shape and style – it’s stable and powerful but arguably lacks that sportiness I have enjoyed in many of Saffier’s daysailers.

Good form stability from the beamy hull despite the heavier shoal keel. Photo: Sander van der Borch

Hennevanger thinks the shoal keel makes a big difference. The 2.7m race cast iron option has a T-bulb that is nearly a tonne lighter, so should boost performance. Dennis, a former pro windsurfer and competitive racing sailor, and his brother Dean, who heads up design and engineering, inherently know how to make craft move fast, so it will be interesting to see if they add some spice to future builds.

The Saffier SL46’s keel is fixed to a galvanised steel grid, which absorbs the rig loads, a technique inspired by X-Yachts. Step below decks while under sail and it’s impressively quiet, with no noise or movement from furniture or bulkheads.

For those not on the helm, the prime spot is lazing in the leeward quarter, feet outstretched. The sliding helm seats, which link up to the aft quarter seats, work particularly well, providing proper chaise-style seats when aft. A crucial quality of the Saffier’s design is the amount of lounging deck space, particularly aft where max beam is carried (4.5m).

When we ship an additional crewmember aboard for spinnaker handling, he helps demonstrate the cockpit comfort too. The aft-facing section of the benches each side of the companionway is deep enough to give good protection from the wind, particularly if the optional windscreen is taken.

Saloon is designed for two to four in real comfort. When additional guests are aboard table extensions link to the sofa berth. Photo: Saffier Yachts

The generous cockpit (in size and comfort) includes a large fixed table on the aft end of which a huge MFD display makes it easy to see the plotter or sailing numbers from either pedestal.

The deck layout is conceived meticulously to keep it workable and tidy, down to Saffier’s trademark cupholders in the mouldings. The aft end of the benches contain tailing lockers, the cushions hinged for easy access, while deep quarter lockers include organisers to attach your dock lines or fenders to, keeping them ready to use rather than tangled in the bilges.

When you’re averaging 10 knots under kite, and all aboard are relaxed and comfortable, you quickly find yourself a long way offshore. This makes for an extended final beat home, a heeled-on-rails experience which proves this is a yacht that can be as rewarding to sail uphill. Average speeds remain steady at 7-7.5 knots, but the Saffier SL46 feels more in a groove now and lighter with the main eased more. It’s premium performance cruising.

Comfort and space is generous including the saloon with small desk on the sofa side and galley for multiple nights aboard. Photo: Saffier Yachts

A class above

The interior 0of the Saffier SL46 is all elegance, featuring light oak veneers, and white and cream upholstery contrasting with black detailing. It’s plush.

From the thick-ply mattresses and cushions, quality lighting with indirect and progressive control, to the robustly engineered latches and soft-closing mechanisms, it’s a top drawer fitout.

For a yacht with so much deck space, the Saffier is also comparatively roomy, with plenty of (Dutch-friendly) headroom right up to the forward berth and wide, tall doorways. The double aft cabins offer enough space and stowage for a few days aboard, while the third cabin can be swapped for a utility space.

Luxury styling. The forward cabin has a high berth but is comfortable with good stowage for longer stays aboard. Photo: Saffier Yachts

The heads compartment is light and airy with the toilet at a practical angle and there’s a separate shower compartment. The forward cabin, meanwhile, is really smart, including leather-topped sculpted out sections each side to help you gently ascend the high peninsula berth. Deep drawers below the berth, plus a tall hanging locker provide ample stowage.

An aft-facing desk/vanity area works well here, helping open out this master cabin rather than squeezing in a second toilet (an option). Instead, a washbasin area allows ablutions without needing to leave the cabin, though it has the same silly, shallow sink as the aft heads.

The saloon is spacious and comfortable, featuring a large table with extensions housed in dedicated stowage spaces aft. A small desk adjoins the aft end of the sofa berth, with MFD sunk into a raised panel. Equally, the galley is of a good size, including the stowage and usable refrigeration space.

More practical solutions include the machinery tunnel between the aft cabins. Saffier wanted to ensure parts that may need servicing are accessible, so this has a hatch above for engineer access and headroom, while the bright engine room has easily accessible filters.

The one or two double cabins aft are smart but with less stowage. Note the hatch above in this starboard side for easy access to systems. Photo: Saffier Yachts

Some improvements could perhaps be made, such as the 90° veneer joins and fiddles for the table and work surfaces, however finish quality is, in general, superb.

So what’s my surprise favourite feature? An integrated vacuum cleaner! Simply plug the extendable hose into the dedicated socket and it reaches all parts of the interior. Now that’s real luxury!

Family affair

It is no coincidence that this first Saffier SL46 is proudly orange. It flies the flag for Dutch quality. And it shows how far the yard has come, how much it has grown, in scale, quality and confidence (consider the design inside and out is all done in-house).

This family-run yard scaled up from building fishing boats in the early 1990s. After outgrowing its original Ijmuiden facility it bought a neighbouring one (9,000m2), where its 80 staff now builds 150-160 yachts a year. This also provides the simple answer as to why move up to such a larger size yacht – because it now can.

Sink and vanity option in the master cabin. Photo: Saffier Yachts

I visited the yard while the 46 was in mock-up stage in 2023, and again before our March sail, which gives me the conviction to say that Saffier is a leading example of how to build production yachts in 2025. Its yard is as efficient as any I’ve seen to ensure a top product.

A million euro boat

When we previewed the Saffier SL46 a year ago (June 2024), it was listed as starting at €580,000, which was already notably more than other performance yachts of this size in that issue.

The 2025 starting price of €950,000 for the Saffier SL46 is therefore a formidable increase. Hennevanger explains he wanted to offer a ready-to-sail luxury yacht that avoids excessive costly options. The standard spec includes Estec decks, Epex laminate sails, a carbon bowsprit, rod rigging, B&G instruments, electric toilet etc.

However, it’s still a (vacuum-infused) GRP boat, and the test boat has around €300,000 of extras. Those considering spending such sums on a 45-footer will need to do their comparative research, and consider if it’s worth more than, say, an Xc47 – or nearly three Pogo 44s.

Saffier SL46 specifications

LOA: 13.75m / 45ft 1in
LWL: 12.54m / 41ft 2in
Beam (Max): 4.45m / 14ft 7in
Draught: 2.20 or 2.70m / 7ft 3in or 8ft 10in
Displacement (lightship): 10,900kg / 24,030lb
Ballast: 3,200kg / 7,055lb
Sail area (100% foretriangle): 124.9m2 / 1,344ft2
Berths: 6
Engine: 57hp Yanmar saildrive
Water: 400lt / 88gal
Fuel: 220lt / 48gal
Sail area/disp ratio: 25.8
Disp/LWL ratio: 154
Price as tested: Approx €1.3m
Builder: saffieryachts.com

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The Pure 42 is a very interesting model from the board of Berckemeyer Yacht Design and produced by a new German yard aimed at building rugged yet fast custom and semi-custom aluminium yachts.

The yard was founded by three sailors, engineers and craftsmen, Matthias Schernikau, Ivars Linbergs and Urs Kohler, who had teamed up three years earlier to build Schernikau’s one-off Pure 49 Gorre.

The Pure 42 promises more performance than most shoal draught aluminium yachts. A lightweight foam composite interior helps keep the weight down (literally), when you consider the hydraulic system for the daggerboard style lifting keel. It’s a development of a concept introduced by Berckemeyer Yacht Design 10 years ago, which also sets this design apart from the crowd.

With the keel raised the Pure 42 is designed to take to the ground on a receding tide

The keel fin is slightly angled aft, so the leading edge pops up in front of the mast step when raised, protruding around 80cm above the deck and coachroof. This allows for a deeper draught than most similar systems, where the keel box is typically directly under the mast step.

The Pure 42 therefore has an impressive maximum draught, with a hefty lead bulb 3m (9ft 9in) below the water, but a minimum draught of only 1.4m (4ft 0in) with the keel raised. In addition, the keel can be locked in any desired draught position and is engineered to enable the boat to dry out standing on the keel bulb and the twin rudder blades.

Pure points out this can be a big advantage when cruising off the beaten track, where shallow anchorages or river bars may provide the only options for shelter, or access to interesting cruising grounds. At the same time the arrangement employed for the Pure 42 helps to reduce the boat’s overall displacement, without compromising righting moment, as less ballast is needed.

Pure 42 standout features include a hydraulic lifting keel, semi-custom interior and walkaround side decks from the cockpit

An unusual, semi-custom interior layout, includes a midships sleeping cabin below a raised saloon. The coachroof opening means large parts of the interior furniture can be pre-fabricated before being fitted into the hull.

Further interesting features include walkaround side decks and cockpit. The first example is currently in build, scheduled for launch in July this year. Its high price includes a high spec, such as the hydraulic lift keel, bow thruster, diesel heating and nav equipment.

Pure 42 specifications

LOA: 13.80m / 45ft 3in
Hull length: 12.90m / 42ft 3in
LWL: 12.30m / 40ft 4in
Beam: 4.20m / 13ft 8in
Draught: 1.20-3.0m / 4ft 0in-9ft 9in
Displacement: 9,800kg / 21,600lb
Ballast: 3,300kg / 7,275lb
Sail area: 99m2 / 1,065ft2
Price ex VAT: €947,000
Builder: pure.yachts

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Few people are lucky enough to be able to take a hands-on approach to the design and build of their own dream yacht. But that’s exactly what Karin and Brian Trautman, along with daughter Sierra, are currently doing with the new Delos Explorer 53.

The new boat is set to replace the 53ft Amel Super Maramu ketch Delos that has taken them on a huge number of adventures. It also established Sailing Delos as one of the most popular sailing channels on YouTube.

Delos 2.0 will be a 53ft aluminium explorer catamaran borne of the experience gained while covering some 85,000 miles at sea over 15 years. Brian has described the project as “one of our biggest adventures ever” and it’s no surprise this yacht appears to be very carefully thought out, including layouts on deck that reflect how people use their boats in reality.

An unusually comprehensive outdoor galley at the aft end of the main cockpit, for instance, has refrigeration, sink, barbecue/stove, plus a fish filleting and preparation station. It’s an arrangement they say is “inspired by years of cooking and entertaining in the sweltering tropics.” In addition, this area incorporates stowage for six dive bottles and a liferaft.

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There’s a Gunboat-style forward sailing cockpit at the base of the mast area, connected to the bridgedeck saloon by a full-height door, creating excellent ventilation when at anchor. A full watch-keeping station, including a wheel, at the front of the saloon enables the boat to be conned from inside during bad weather.

Systems also benefit from Brian’s knowledge and insights as a former electrical engineer. The parallel hybrid-electric propulsion has a single 80hp diesel engine, plus twin 25kW electric motors which are also capable of hydrogeneration while sailing.

A back-to-basics approach adds a level of redundancy that enormously increases overall reliability, making it far more resilient if problems are encountered.

Delos 2.0 is an adaptation of an existing design by Kiwi naval architects De Villiers. It is currently in build by Stradbroke Yachts near Brisbane and is scheduled to launch at the end of 2025.

Delos Explorer 53 specifications

Hull length: 16m / 52ft 7in
Beam: 7.7m / 19ft 5in
Draught: 1.2m / 4ft 0in
Displacement: 16,340kg / 36,023lb
Builder: svdelos.com

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The International Multihull Show in La Grande Motte has become a must-visit event for anyone interested in the latest cruising catamarans and trimarans. It’s the place where some of the most exciting and forward-thinking designs are revealed to the public — and 2025 was no exception.

This year’s lineup was particularly strong, with everything from eco-conscious concepts and innovative hybrids to sporty new performance models making their debut.

Whether you’re drawn to the self-sufficient ambitions of the 70ft zero-emissions MODX catamaran, the sleek new Excess 13 from Marc Lombard’s studio, or the adrenaline-inducing Dragonfly 36 trimaran, there’s something here to inspire every multihull enthusiast.

We’ve rounded up the standout new launches and provided our take on what makes each one special — and why they matter for the future of multihull cruising.

Best new yachts at the 2025 International Multihull Show

The MODX

MODX

This truly fascinating new project has been in development for several years and is finally due to be unveiled in La Grande Motte this April. The 70ft MODX is designed to be the first yacht capable of self-generating energy, so it can sail the oceans without emitting any CO2.

A zero emissions autonomous yacht requires some assurances in clever tech, performance and efficiency. Confidence in the latter two attributes will come from the fact it is designed by multihull and offshore racing supremos VPLP, and it’s built by a Lorient yard with plenty of experience in offshore racing multihulls (including the MOD70 trimarans).

It includes numerous new technologies and innovations, not least the dual inflatable and retractable wingsail rigs. This automated wing system was developed by Lorient-based specialists Aeroforce, who says it offers 35% extra power over conventional sails.

This Starship Enterprise of a catamaran is largely controlled automatically and monitored from an internal bridge. Two adjustable pitch propellers provide over a third of renewable energy, or 3kW at 10 knots boat speed, while the considerable pasture of 70m2 solar panels can harness 12kW for the 230kWh lithium battery bank. The two 40kW electric motors provide silent propulsion for 100 miles at 5 knots or 40 miles at 8.5 knots. And it can harness and store 800lt of rainwater.

The Excess 13

Excess 13

Expect an added shot of excitement for this latest Excess as it’s the first drawn by the Marc Lombard studio. The La Rochelle designers have a reliable habit of developing yachts that perform, whether with one, two or three hulls.

The Excess 13 is a crucial new model for the Groupe Beneteau brand, which sits in the heart of its current portfolio. The priority was to increase performance and ease of sailing fun over the first round of VPLP-designed models and the result is lighter hulls, lighter fittings and a perception of being naturally very light inside. The asymmetric hulls are even narrower in beam below the waterline.

As a comparison to the Lagoon 43 on page 68, for instance, this is over three tonnes lighter, with 10m2 more upwind sail area.

New features for Excess include the monohull-style fold-down bathing platforms on the transoms and a rainwater catching system on the coachroof. Product manager Herve Piveteau prioritised a ‘less is more’ philosophy and points to the amount of natural ventilation it offers and how the cabin doors double as closet doors.

The minimal wetted surface area reduces further when flying a hull.

Dragonfly 36

Now this is a multihull to raise a sailor’s adrenaline. With the wish to create something special between its 32ft and 40ft models, Danish trimaran specialists Dragonfly spent two years developing this new 36.

“When you develop something new you want to raise the bar,” designer and CEO Jens Quorning explained to me at its Düsseldorf premiere in January. A key development is that the folding mechanism structure is now made in composite, something Quorning says has been his dream to do for a decade.

Why haven’t they managed it before? “There’s 20 tonnes of compression on the arms when flying a hull,” Quorning answered, referencing why they preferred to play safe with metal before now. The analysis they have recently done with composites, which included crash tests and pull tests, has given them the confidence to now use it in key structural areas.

The resultant weight savings – this boat weighs under five tonnes – mean more speed. Performance wise, Quorning expects this to be somewhere between the standard and performance version of the 40 (which is quite capable of speeds in the mid 20 knots).

The 36 also has new asymmetric float designs with added volume, which are slightly longer than the main hull for diagonal stability.
The bottom line is that it’s an easy yacht to sail, says Quorning, pointing out the ability to carry full sail in up to 20 knots, that it can dry out, and that it only takes 40 seconds to fold the floats.

Lagoon 38

Lagoon continues to rely on its highly experienced design board comprising VPLP, Patrick le Quement and Nauta to create modern, supremely voluminous craft to replace its top sellers – it produced over 900 of the 380 over 20 years. And having sailed the new 38 during early trials in stormy weather in January, veteran Groupe Beneteau developer Bruno Belmont believes this one is ‘a fair successor’ to that popular model.

Many of the new features we explored on the 43 (full test on page 68) have been incorporated here. These include the generous berth sizes in all three (or four) cabins, vast refrigeration space, and easy access, this time via extended transoms. The cockpit and saloon are linked via a fully retractable door, which allows up to 10 people to sit around dual tables and sofas. Also, the owner’s berth is located forward as per the 43, away from the noise and stern-to docks.

Lagoon installs a water purification system as standard and offers solar panel capacity up to 1,420W. Instead of glassfibre, all non-structural parts use natural hemp fibres and the upholstery is in recycled materials.

Tricat 8.50

The latest craft from trailable trimaran specialists Tricat looks like an appealing size and design. This Brittany yard has been building sporty, seaworthy trimarans for over two decades. Its new model slots into its range at 28ft unfolded.

Built in infused polyester, it weighs under two tonnes and can fold to 21ft length and under 10ft beam for towing. Daggerboards on the floats, a retractable bowsprit and a choice of offwind sails hint at speedy potential.

With 1.82m standing headroom below decks, five berths and a heads, the 8.50 could be a good option for those looking for a manageable and versatile shoal draught yacht for weekending and short, fun, fast cruises.

Leopard 46 Hybrid

Here is another key replacement model after South African yard Robertson and Caine built over 400 of the Leopard 45. La Grande Motte will be an ideal opportunity to see Leopard’s new hybrid drive offering up-close.

The system is devised by Alternative Energies in La Rochelle, who have worked with Fountaine Pajot as well as fleets of commercial vessels over three decades, and believe they have devised a foolproof system (which it’ll need to be for use in a charter fleet).

The 46 replaces diesel with 25kW electric pod saildrives which can hydrogenerate power to the lithium battery bank once sailing at over 4 knots. In full electric mode, these provide four hours motoring at 6 knots, or 920 miles at the same speed in hybrid mode. The system also means you can have silent nights at anchor with aircon, or silent days with just one hour of genset time.

While the 46 will likely be a popular charter boat when it goes into The Moorings and Sunsail fleets this spring, this Leopard version will suit private ownership and is offered with a performance upgrade involving taller rig and square-top mainsail.

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Boiling down the experience of building almost 40 yachts around 100ft, Southern Wind has revealed a project to build the ultimate in the genre. Due for delivery late this year, the Southern Wind 100X is described as a ‘crossover’ – an all-seas fast carbon cruiser that finds the balance between performance and comfort.

Farr Design has developed a hull that aims to reduce wetted surface to the minimum, arguing that this requires a smaller rig, lighter sailplan and lower ballast in a virtual circle that leads ultimately to a smaller engine and lower fuel consumption.

A telescopic keel is a key element of this approach. The boat has been developed for smart hybrid propulsion with a variable-pitch prop for regeneration under sail.

Nauta’s deck design features a large, protected cockpit and a 20m2 seating area aft, which has been dubbed the ‘seaside lounge’, with access to a gigantic fold-down bathing platform.

Hidden underneath the lounge is a versatile storage space capable of garaging a Williams SportJet 435 or even a small vehicle. Sustainable maple decking is used instead of teak.

Southern Wind 100X specifications

LOA: 30.53m
Beam: 7.32m
Draught: 4.00m
Sail area: n/a
Guests: 8 + 4 crew
Builder: sws-yachts.com

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Fourteen of X-Yachts’ first all-new racer for more than a decade, the XR 41, have been sold off-plan, all but one to established and successful teams. Five boats are entered in this year’s ORC World Championship, while a well-known two-handed Dutch crew will compete in the Rolex Fastnet Race.

The designers worked hard to determine exactly where gains or losses relative to the rating could be identified, analysing a mind-blowing number of hull families and many thousands of iterations.

The final V-shape transom and concave surfaces ahead of it, for instance, have positive effects on performance without increasing rating. They reduce wetted surface area in light airs, yet form stability builds quickly with heel angle.

The final design has 12% more sail area than the older X-41, yet far more stability and a lower rated upwind speed. The XR 41’s maximum rated reaching speed is only 13.5 knots, yet the boat exceeded 20 in early sea trials.

Another big attraction is that the boat is optimised straight out of the box, saving huge amounts of set up time and costs, while all learnings from the professional team sailing the works boat will be shared among owners.

Düsseldorf displayed a Sport version with lightweight interior modules that enable the boat to quickly switch roles between full-on racer and comfortable performance cruiser.

XR 41 specifications

LOA: 14.58m / 47ft 10in
Hull length: 12.75m / 41ft 10in
Beam: 4.18m / 13ft 9in
Draught (std keel): 2.40m / 7ft 10in
Ballast: 2,650kg / 5,842lb
Displacement: 7,150kg 15,763lb
Base price: €438,000 ex VAT
Builder: x-yachts.com

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There are very few times I feel the need to video the scene from a day on the water simply to brag to my friends. But standing in the master cabin of the stealthy Wallywhy 200, watching the foiling AC75s Ineos Britannia and Emirates Team New Zealand streak past while warming up for America’s Cup battle, was a moment to savour – and one that had me reaching for my phone camera.

Why am I talking about the Why – it’s a motoryacht? Yes, the Wallywhy 200 is another revolutionary, achingly hip Wally. To experience that view from a master cabin – a sumptuously furnished one with near 360° surround vision – within the motoryacht’s snub-nosed plumb bow was mind-boggling. As was watching the day’s Cup matches over lunch from the covered flybridge. But after racing the experience was over: we just motored back to port. All of which helped me realise just how special its sailing yacht counterpart is.

The following day we watched the next round of match races from this first new Wallywind 110, Galma. While it may have lacked the auto stabilisation and positioning of the Wallywhy, comfort levels were similarly resplendent on deck – if not more so.

And despite the excitement of being so close to the live America’s Cup racing, it is the sailing experience afterwards which remains so much more memorable. Taking the wheel of this formidable 70-tonne pinup, when it’s heeled, loaded and scything upwind in double digits, was sublime.

This is more than simply a sail/power preference.

Both boats are the height of style in their respective fields, both are new Wally models of similar size (90ft and 110ft) which prove Wally is still a pioneer of carbon craft, and both days were exclusive experiences. But while the other support and spectator boats returned to dock after racing, we went sailing on Galma – an experience which even transcended achieving a lifetime dream of watching the America’s Cup from the water.

‘Galma prioritises the experience of being on the helm’. Photo: Gilles Martin-Raget

Wally vision

The slogan of the cult Italian design brand is ‘20 years ahead’, which feels far fetched until you see an example: in Barcelona the 19-year-old 143ft Esense still looked contemporary as it stole the dockside limelight near the Kiwis’ base. Wally has prided itself on innovation over its three decades, notably with carbon fibre hulls with lifting keels, push-button short-handed sailing, and transoms offering a ‘terrace-on-the-sea’.

For me, it is that ability for one person to easily sail and trim such a large high-speed vessel which remains so impressive today. In the photos here, the white-haired Wally founder Luca Bassani is still doing it, at the helm by himself, a beacon of Italian cool.

As I was to discover in Barcelona, Galma prioritises that experience of being on the helm to an elevated level. But it also brings plenty more to the party (a glance at the cockpit will show you that it can literally host a party). Which brings us to why Bassani calls this the “best Wally ever delivered”. When you look back over 30 years of trendsetters such as Wallygator, WallyB, Tiketitan, Magic Carpet, the Wallynano, Esense – even the now much-imitated Wallytender – why is this the best?

Galma has the sailpower and performance to offer something truly special for those on the wheel. She has already clocked speeds in the early 20-knots with upwind sails. Photo: Gilles Martin-Raget

“For the design and performance mix over 30 years of learning… this is the best compromise between cruising and performance.

“This has always been my goal with Wally,” Bassani continues. “To produce boats which are fast or fun for the owner but also comfortable for going cruising.”

Wallywind 110 first impressions

Galma is the first of Wally’s new semi-custom series of 110-150ft Wallywind performance cruisers, launched under its parent Ferretti brand. The metallic blue hull is a Judel/Vrolijk design moulded from carbon fibre composite. Initially on the renders I admit to not fully appreciating the look – is it special enough, the sceptic in me wondered? But then I saw it in the flesh, sailed it and my mind changed dramatically.

The high bulwarks, bare carbon and curved teak styling are all very Wally. But the reverse sheer aft is a striking feature which helps you to feel safe within the boat, all while reducing freeboard height. This muscly but low silhouette is important, the bulwarks helping to disguise a proper raised saloon coachroof and the cockpit depth, cloaking its size when seen from the side.

The drawback is it means there’s not enough headroom to offer a master cabin aft. However the layout is arguably the optimum for crew/owner separation at this size, and once this decision was made the conception of the vast cockpit could germinate properly.

‘At a glance the cockpit will show you that it can literally host a party’. Photo: Gilles Martin-Raget

And this is the real game-changing aspect of the Wallywind: deck comfort. Galma offers 80m2 lounging space, including tables, sofas and sunpads with a flush level guest cockpit completely separated from the sailing systems.

Then there’s the sea terrace, another much-imitated feature that Wally pioneered, which is palatial here.

To transfer a guest while we were under sail, Galma’s Wallytender simply nosed up to the transom so that he could step off.

Bassani explains that the design of the wide, overhanging transom also helps bring speed gains. They realised this potential after lengthening the Wallycento Hamilton, which then became 0.5 knot quicker upwind, he says. So rather than building a new mould for the Wallywind 110, the mould for the previous Wally, the custom-built 101ft cruiser-racer Y3K, was extended with overhangs aft.

Shore power, mooring winches, deck wash etc are all hidden away under the wide bulwark coamings. Note the outboard facing sofas. Photos: Gilles Martin-Raget

Galma is potently rigged, with a 1.5m taller mast than Y3K. The owner wanted a high-performance package, opting for a telescopic keel and square-top mainsail (although Bassani feels the self-tacking jib is a little
under specced as it’s a furling model with soft battens).

Not just pretty

Not long after the Kiwis had gone 4-0 up in the Cup, and the support fleet had dispersed into port, Galma quickly changed from hosting to thrill mode. We were treated to ideal, flat water conditions, and from when the sails were hoisted, unfurled and trimmed to shipped again, we never seemed to drop below double figures.

“What we can call the cockpit on this boat is like a cockpit on a big motoryacht – 80m2 with no steps,” says Luca Bassani. Photos: Gilles Martin-Raget

It was a pure demonstration of big yacht performance. This powerful, beamy hull matched the 11-14 knot breeze on a fetch, comfortably in cruise mode with numerous guests aboard.

Bassani then invited me to helm first. Wow! This is a commanding machine fully powered up. Again we consistently matched the 12-13 knot wind strength sailing close hauled at 25° to the apparent. Once the sails are trimmed and balanced, it’s just two fingers on the wheel and feeling this slippery machine cutting to weather leaving no wake.

Bear away to a fetch and you really feel the power. The twin rudders give plenty of grip but at the helm you gain a reassuring degree of weatherhelm, while speeds rise into the early teens.

Article continues below…

The overriding impression is the ease and enjoyment of sailing such a big boat solo. For the helmsman to feel the carbon hull move through the water and be able to trim to each puff as if on a large daysailer is special. Again, it’s a Wally speciality.

The use of Magic Trim rams below deck to make trimming a push-button affair was another Wally first, which it introduced with hydraulic specialists Cariboni on the Wally 88 Tiketitan in 1998. Aboard Galma there’s a technical locker below the helm area to access these rams, as well as the two carbon quadrants.

While sitting out to weather demonstrating the windward helm position, Bassani points out that there’s 12 of us on board, yet we aren’t even using the guest cockpit. It’s at this point I notice something unusual.

Toby on the helm sailing off Barcelona

I’ve sailed many large yachts and the majority of performance-focussed ones in latter years have been very beamy with near flush decks. When they heel, they can look almost comical, as guests scramble for places to hold on and invariably end up resting against the windward side of the coachroof (if there is one) or sitting on the weather rail as if race crew. It’s hardly glamorous.

Not so here. The cockpit has high backrests and can seat plenty, but there are multiple other comfortable positions, particularly the seats which face outboard from the cockpit – I soon found myself wondering why these are not a standard feature on many larger yachts. Meanwhile the high bulwarks and wind-protected sea terrace provide more options to leeward.

There are a total of 52 cushions on deck, so to prevent the need to stow them at heel or risk losing any overboard, they are securely attached with pins into deck sockets. The majority of the cockpit can also be sun-shaded with a sprayhood and bimini. With plenty to hold onto and ample spaces to sit in comfort, it’s refreshingly at odds with many large performance yachts these days.

The impressive owner’s cabin. Photo: Toni Meneguzzo

I’ve sailed off Barcelona plenty of times but have never ticked off stretches of its coastline quite so effortlessly. Twin blade rudders help control the near 700m2 of upwind sail area, while Galma’s pointing ability is aided by its telescopic keel. As standard this would be a 4.5m fixed keel, where this can lower another 2.3m deeper.

Screens lift out of the bulwark to allow you to see the numbers clearly while on the helm. There are also repeaters on the rear side of the guest cockpit chairs, which I found handy with the sprayhood raised as that can hinder the view to the main mast base instruments.

Skipper Miguel ran the Frers designed Wally 94 before (the former Y3K), the owner’s second of three Wallys, and comments on just how different this Galma is. The tech space and engine room are so much better, he says. He admits to having been nervous of the increased loads – it’s a much, much bigger boat, but the accurate load cells and the reliability of the systems have brought peace of mind. Indeed he is now trying to convince his owner to race.

The benefit of using that full beam aft to prioritise deck space over accommodation is also felt in the vast garage below the aft deck. As is common for Wally clients, Galma’s owner uses an independently-operated Wallytender to flank the mothership, so this garage is more a of a well appointed lazarette. It houses a deflated 3.5m crew dinghy, and has space for all fenders, extra refrigeration, bimini storage and numerous toys, with a watertight bulkhead sealing it from the accommodation.

Light interior, with light oak and soft fabrics. Galma features a table for eight in its saloon, with deep sofas opposite and a well-stocked bar forward. Photo: Toni Meneguzzo

Privacy and quiet

With such a cockpit, the saloon becomes less relevant, yet plenty of that 7.6m beam is still felt in the raised saloon. Wally’s design team developed the deck and interior with the Santa Maria Magnolfi studio, bringing a feeling of style continuity.

The layout below decks is a tried and tested format for a performance superyacht of this size, with an owner’s cabin forward, and galley and crew area with its own access aft. It’s an arrangement that’s most practical for the crew, gives maximum segregation to the owners, who are kept away from noise especially when Med-mooring, and works particularly well here with the deck cockpit and layout already described.

Two or three guest cabins can be chosen. Galma has the latter, which sees a guest cabin forward of the saloon too, leaving a relatively modest en-suite master cabin. Otherwise, the semi-custom format of the Wallywind 110 offers the chance to extend that owner cabin, replacing the fourth cabin with extra en-suite space.

There is also a multipurpose area, which can be office or TV snug, or, in Galma’s case, a sumptuously stocked bar. It’s something more fitting of Barcelona’s famous Sips or Paradiso cocktail bars than a high-performance yacht, but when you commission a boat out of as much carbon as possible, I guess you get to choose a few displacement concessions.

One of three guest cabins. Photo: Toni Meneguzzo

In terms of finish, the light veneers, fabric and upholstery featured on the Wallywind 110 are modest and tasteful, neutral and natural, contrasting with more strident black carbon soles and detailing. These clear-coat soles may look slick, but were already showing numerous dents. The carbon door stops meanwhile – which operate hands-free by popping up when you press them with your toe – are genius!

The crew area works hard, with its long, narrow mess and practical U-shaped galley. Galma runs with four permanent crew, taking on an extra hand when guests are aboard. The separate crew companionway aft leads from the sailing systems straight to a chart table at its foot.

I also appreciated how the area has been well thought out for multipurpose use – the mess table can be used for ironing, while the navstation stool adjoins the mess when the extra crewmember is aboard. The large electrics panels opposite are well organised for accessing, monitoring and troubleshooting the 24V systems and fuses, and the bilges offer deep and plentiful dry goods stowage spaces.

A prime benefit of a raised saloon is the ability to house the majority of the machinery below, which then frees up accommodation space. The engine room is seated headroom only but enjoys near full beam. Here, a 425hp Cummins engine is flanked by 27kW gensets each side, both with PTOs (power take offs) to deliver power to the hotel loads or hydraulics. A 125lt hydraulic oil tank feeds the winches, keel, and Magic Trim systems. The engineer pointed out how they’ve deliberately doubled up on all the major systems for redundancy.

Galma is powerfully rigged with a Hall Spars mast, ECsix rigging and a North wardrobe that includes square-top main, storm jib, code 0 and A-sail. Photo: Gilles Martin-Raget

Forward thinking

The second Wallywind 110 is due to launch this summer, while the Wallyrocket 51ft raceboat is already sailing. So what do the next 20 years ahead look like, I ask Bassani?

“The next thing is to apply the concept of this boat on different sizes,” by which he refers to the Wallywind’s deck layout and cockpit comfort which is comparable to a motoryacht.

I think back to when the first Wally yachts started to emerge in the glitzy Med harbours in the late 1990s. I was working on a superyacht, and had never seen anything like it. They literally redefined cool – quite literally, when you consider what was for English-speakers a dorky slang term.

To have also continually brought big new ideas to the superyacht world, while remaining at the forefront of style for three decades, is unique.

Sailing upwind on Galma in cruise mode with bimini up – still a thrill and easy to trim and enjoy with a small crew. Photo: Gilles Martin-Raget

Galma may not be the fastest racer or most finely-built cruiser but, like many from the Wally stable, it offers a fiendishly enticing mix. Is the Wallywind 110 the best Wally ever? I’ll leave that for the man who has conceived them to call. But it certainly allows me to unashamedly keep calling Wally the coolest brand in our sport.

Wallywind 110 specifications

LOA: 33.40m / 109ft 7in
Beam: 7.60m / 24ft 11in
Draught (fixed keel): 4.50m / 14ft 9in
Displacement (light): 71,900kg / 158,511lb
Sail area: 635m2 / 6,385ft2
Design: Judel/Vrolijk, Wally, Santa Maria Magnolfi

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

The European Yacht of the Year awards is the most thorough and impartial awards programme – the winners here are widely considered the best yachts of the year. As such the boats nominated by the jury in the best performance yacht category can be considered the best of the best.

2025’s shortlist saw two dramatically different 40ish-footers, which may be similar weights (slightly under 8 tonnes) but that’s where the comparisons end. These are wonderfully different shaped cruiser-racers and it was certainly eye-opening to see them berthed stern-to next to each other. We have featured reviews on both boats recently.

Best performance yacht

Best performance yacht 2025 winner – J/40

One of the most rewarding yachts I’ve sailed in light winds, the J won the jury’s plaudits for its looks and handling. Offering something more timeless than the current voluminous trend, J’s American design and French build collaboration spanning 30 years has resulted in refined evolution.

On the helm the J/40 provides fingertip control, with lovely, direct, engaging steering even when the wind is as low as 3-knot zephyrs. Such light winds can often expose a design – where other nominees/current yachts need a Code sail in such conditions, the J was a delight upwind and could still tack through 80°.

Equally, when the breeze picked up there was substantial grip from the 1.9m rudder. It uses a full infusion build, including bulkheads, structural grid, hull, deck and even bathing platform. It shares similar design traits to the J/45, with the volume available used intelligently.

The exception to this is that the three-cabin version only has a compact heads to share forward – however the two cabin, two heads format gives you a proper size heads with separate shower compartment. The huge saloon includes a chart table and good wet hanging locker.

ClubSwan 43

Ask me for the coolest design of the year and I’d likely say the ClubSwan 43. Those muscular, flared lines are something else. Swan’s contemporary new multi-mode beast is a one-design and handicap racer or a fast cruiser.

To allow for this, as much as the interior as possible was designed to be removable, the keel has a pocket in the top of the bulb to adjust the ballast without changing the whole keel, and the masthead crane can be swapped out easily to use a more practical pinhead mainsail.

But the project has had its issues.

It went from 41ft to 43ft to fit a different ORC Class, moved from a UK build to Finland, and since our trial of the first to launch last June, has undergone improvements and weight changes. Now 7,800kg light, Swan was still evaluating how much furniture to remove for one-design racing (around 200kg is possible, but keeping the nice Micheletti interior is key for the cruising element and aftersales value). The wide aft beam shape helps provide large volumes below decks in a three-cabin format. 

We sailed with a pinhead mainsail, 6m² smaller than the square-top, in a light breeze on a beautiful early Mallorcan morning. Upwind it felt totally balanced making 6-8 knots, while offwind with the A2 up we matched the 5-9.5 knot wind numbers. It then starts planing when reaching in around 12 knots true wind. In particular, I found the deck design, ergonomics and winch layout superb. 

This wonderfully expensive supercar of the sea offers a sparkling ride, especially for those on the wheel. In the end the jury felt the more subtle evolutions of the J/40 tipped the balance in its favour – not to mention the CS43 is more than double the price!

Best performance yacht 2023 winner – Beneteau First 36

Where once we could assume a cruiser-racer was a fairly standard format design, over the last decade it’s been much more the sexy, perormance yachts the Italian yards specialise in. But as French yards like Pogo and JPK have proven, there’s growing enthusiasm for lightweight planing yachts – and the First 36 is the first real production yacht in that spirit.

Here’s a yacht that puts the focus firmly back into sailing. The First 36 has been kept inviting and approachable – unlike many yachts that can plane, the look is modest, not aggressive. It’s uncomplicated, unfussy and the result is a pleasure for all to sail. It’s more about what you can’t see, the design and engineering, which should ensure longterm demand.

The small, fiddly heads compartment and lack of tiller options are perhaps the only real detraction from an otherwise brilliant collaboration by Seascape and Beneteau, from concept to build quality.

It was their goal to keep this area of the market relevant and prove a mainstream brand can do it, rather than only niche specialist yards. To create a mass produced yacht at this weight and to this foam-cored quality and one that can bring so much fun is a feather in the cap of the First brand.

Grand Soleil 40

The Grand Soleil 40 is an archetypal Med cruiser-racer, and an absolute delight to sail – a feature I’ve learned that Matteo Polli designs tend to share (he also drew the Ecoracer). We sailed the race set up with ORC keel (an IRC version is available too) and six winches, an extended bowsprit and a taller mast. It was one of my most memorable trials of the season in 10-12 knots, with the deep and forward positioned rudder giving plenty of control and lovely direct steering.

The three cabin interior can have one or two heads and different galley options, the cabins are a good size with modest stowage, and it’s all tastefully styled by masters Nauta.

Italia yachts 12.98

At 5ft longer and from the board of Cossutti (who Polli once worked under), the Italia Yachts 12.98 is another cruiser-racer in the same grain as the GS40, but with a markedly different looking white interior. We sailed the ‘Bellissima’ cruising version, which 80% of customers have opted for.

Italia’s yard is now in Fano and its one-shot infused vinylester build looks impressive. However, the deck lacks some refinement and practical stowage, while the three cabin interior isn’t voluminous by today’s standards.

This is a slippery yacht that has a lovely, light feel on the single rudder – the interior styling will be the deal breaker for most.

Solaris 50

Solaris Yachts on the other hand has perfected its recipe, tripling its yard size to cater to demand for its sexy Acebal-designed performance yachts.

The Solaris 50 we tested in 2015 and which won this award was arguably the turning point that propelled the brand’s popularity. The owner of the new 50 we tested previously had the original 50 and a 58 and confirms this replacement has nearly the same space as the 58, yet is faster, more powerful and stable than its predecessor (we easily matched 7-8 knot winds under gennaker).

It heels onto its chine and accelerates well, while twin rudders provide ample control. The design prioritises helming experience but the yard needs to come up with a better helm seat option. The interior is well executed, especially the spacious forward owner’s cabin.

Elan E6

The Elan E6 is a big 47-footer, high and beamy and one that leans more towards spirited cruising with generous accommodation over racing. That said, extensive options allow you to tailor it either way, including foam cored furniture and a taller carbon mast for those looking for extra oomph.

It’s a fine collaboration between Humphreys Yacht Design, Gurit, Pininfarina and Elan, while an impressive standard spec includes a carbon sprit and six winches.

The E6 is fun to sail at various angles and gives a nice, sporty feel on the helm – it likes to heel but has plenty of grip and tracks well.

The cockpit is deep and comfortable, with good optional protection and there’s ample deck stowage. A really smart three (or four) cabin interior shows a high standard of construction, finish and styling. It is bulky and you pay for the size in weight, but it looks good and Elan knows how to build a great boat for the price.

Best performance yachts 2022

Winner best performance yachts 2022 – JPK 39FC

Along with fellow Brittany yard Pogo, JPK has redefined the modern performance cruiser: stiff, stable and efficient to the max. For the keen sailor who wants to get the utmost enjoyment out of hands-on cruising, the JPK 39 is a superb design (and to my eye, an appealing one too), while the yard has done a nice job with the vacuum-infused construction and interior fit-out. The two-cabin version we sailed had plenty of stowage too.

It looks different, behaves beautifully and stands up to its canvas, is designed to sail efficiently with a loaded displacement, and has a deck set-up to encourage you to trim it to your heart’s content. My only slight negative is the unnerving mess the cockpit can become as there are so many control lines.

This lightweight blast will best suit experienced sailors and those comfortable with short-handed sailing. And it guarantees smiles.

Photo: Andreas Lindlahr/European Yacht of the Year

IC36

One such sports catamaran is the IC36, an exciting first offering from a new Czech brand that’s packed with fresh thinking. The first turbo version of this cruising catamaran (Independence) is built using a carbon fibre crossbeam, bowsprit, boards and rudders, epoxy hulls, plus a custom Pauger rotating mast, which all serve to keep weight below three tonnes.

It provided some spirited sailing, particularly when fetching at a measured pace of 10-13.5 knots with the code 0. The direct feel of tiller steering while seated in the low rotating bucket seats was a highlight.

The finish quality in the hulls is first class and there is somehow space for up to eight berths. The coachroof features a retractable bimini and removable vinyl side panels and solar panels, while the cockpit table, which includes an exterior galley, is also removable.

In fact the IC36 can be dismantled to 2.55m beam to make it legally trailable. It has so many options and ideas – too many perhaps – all reflected in the price.

J/45

Monohull enthusiasts will share our congratulations to J-Boats for its elegant new flagship. The J/45 won the hearts of the jury and made for a long drawn out decision against the JPK. In the end the two yachts will appeal to different sailors and tastes.

J has stayed true to its roots, yet still managed to bring a current, classy new offering. The unmistakable Alan Johnstone lines have been paired with a contemporary, warm European interior designed by Isabelle Racopeau, while much focus has been paid to the joinerwork and the invisible quality. We saw the two cabin version, which has an excellent technical cabin in place of the second aft cabin.

The J/45 is designed to still perform when loaded with cruising gear. True to J’s reputation, it was a witch upwind and could outpoint anything else during our trials. The compromise is that it won’t plane easily like a JPK or Pogo.

Photo: Andreas Lindlahr/European Yacht of the Year

Solaris 40

The Solaris 40 is another looker from Soto Acebal and the blue steel metallic hull colour of the test boat made the powerful hull shape really stand out.

We liked the recessed traveller, direct steering to the twin rudders, neat folding helm seats, clutches integrated into the coamings and the easy access to the side decks. However, the jury found the cockpit with its short benches and deck design a little too flat and minimalist.

The interior is smart and contemporary, again offered with two or three cabins with two heads it makes good use of the space.

Photo: Andreas Lindlahr/European Yacht of the Year

Pogo 44

One of the yachts I was looking forward to sailing most was the Pogo 44, and the only one shortlisted that I didn’t manage to! A collision with the photographer’s RIB shortly before my scheduled trial put it out of action.

However, my colleague Rupert Holmes did a full Pogo 44 test and report on it for Yachting World and describes the 44 as designed to thrill and unlike any other pure cruising yacht of its size. The stability from the beamy hull and deep lifting keel combines brilliantly with the ability to sail fast easily and in comfort. However some jury members didn’t like having to rely on an autopilot to use winches.

The interior is like a loft apartment, with so much natural light – it’s minimalist yet comfortable, spacious and practical for cruising.

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There are many categories in the European Yacht of the Year awards, from the best luxury yachts and performance yachts to the best yachts for families and evet a best specialist yacht category. But with multihulls rapidly increasing in popularity, the best catamaran and multihull category is often hotly anticipated.

The small number of entrants in this category in no way reflects the rich range or huge demand for multihulls. Many new models were launched by the big yards in the preceding years and they’re struggling to keep up with bulging order books.

2024 saw a reduced showing of new multihulls this year, which is perhaps representative of a market that’s been booming for many years, but also one which is slowing its new model releases as it struggles to fill order books.

Best catamaran and multihull

Best catamaran and multihull 2025 winner – Nautitech 48 Open

Space, speed and style. Is this the best-looking current production cat? It builds on the success of the 44 Open, offering more space in the key areas you want it, increasing practical stowage throughout, while that extra waterline length helps offer high average speeds.

This is a sailor’s yacht – on the helm you can really feel the acceleration and sail the shifts as if aboard a performance monohull.

The Lombard design studio incorporated its trademark reverse sheer to help keep a low freeboard impression, and shifted the rig aft to keep the bows deliberately dry. The result can be felt immediately on the water with the non-immersed bows resulting in fast, easy tacking. There’s also less danger of catching a bow in waves as these dry forward sections increase as the bows lift with speed.

We spent a lot of our trial matching single-figure windspeeds and when I found a 12-knot ‘gust’, I was amazed how quickly we accelerated up to double figures close reaching. Aft helm cats often receive negative comments about their exposed steering positions and a lack of clear forward vision. And while those points stand, I usually feel the trade-offs are worthwhile for the sailing experience – certainly so here.

The direct steering is superb, incomparable to a bulkhead helm or flybridge helm. Practical solutions that will suit bluewater cruising include the low boom, forward-facing navstation, and redundancy features for the electrical and steering systems. The Naca profile fixed keels also allow for drying out.

The test boat had a three-cabin layout plus a utility cabin. The hulls are noticeably narrow forward, but the yard has used the dimensions well, especially in this multipurpose SmartRoom. The build and finish quality is production level – nicely designed but to a price.

Were I to be offered €1m to spend on a new yacht, this might make my shortlist. It’s one of the rare production cats that makes you want to remain on the helm. No complex daggerboards hinder the accommodation, which allows intelligent layout solutions to be offered. For distance voyaging at a good average speed, this has the waterline length to deliver, combined with comfort throughout.

Lagoon 43

Lagoon continues to build the highest numbers – nearly 1,100 Lagoon 42s have launched since 2016. And while this new Lagoon 43 was slated as a replacement, the 42’s continued popularity sees its production run continue (albeit only the four-cabin model for charter). The new 43 is the same length and width, but otherwise quite different.

A chief goal was to offer four equal size cabins for charter guests, and to move the berth in the owner’s cabin version forward away from the dock. The result is that the 43 looks especially wide in the bows. Hard chines just above the waterline on the inboard side of the hulls help to keep the wetted surface areas down. VPLP admits there were worries about its seakeeping in chop, but say its CFD analysis shows it works.

That said, we found this 14-tonne cat struggles to point and prefers to be sailed slightly freer, and a Code 0 is key in lighter breezes. See more next month. Access from the dinghy/dock/ocean has all changed, including new bulwark door openings.

Nauta Design worked particularly hard on the connecting saloon and cockpit and how the dual tables and chairs can combine. There’s also a flybridge area above the bulkhead helm which offers some seating without pushing the boom too high, while the cockpit aft bench allows you to sit facing forward or aft with feet on a net.

Best catamaran and multihull winner 2024 – Outremer 52

My highlight test of 2023? Sailing this Outremer 52 for 200 miles over two days and nights! Quite how such a large vessel, one that is capable of doing laps of the planet in true comfort, is also capable of providing such enjoyable sailing is the secret sauce that helps scoop this prize.

And it was pushed hard for this award by the disruptive HH. But the Outremer is such a well rounded, measured and thought out yacht for bluewater cruising at a reliable speed – it’s the full package, a dream boat for family bluewater sailing and arguably the French yard’s best and most refined model to date.

Designer VPLP was tasked with replacing the popular and well proven 51 with more comfort and stowage, while maintaining the performance. It says it took the best of the 55 (which won this award two years ago), and the best of the 51’s deck plan to create this 52. The result means too many good features to point out here, from the variety of helm positions, including a completely protected position inboard using the swing pedestal, to the well conceived spaces. I’d therefore recommend reading our full test report online or in YW’s June 2023 issue!

Neel 52

Neel continues to enjoy its cruising trimaran niche, using the wow factor of bridgedeck accommodation combined with the type of sailing enjoyment and feedback monohull sailors appreciate.

The impressive lightwind performance and direct feel of a Neel I am used to. But I don’t think I’ve ever been so surprised by the amount of cabins or space as I was on this 52. It’s available with four to six cabins plus the option for two crew cabins aft! Some of this maze works well, other areas, such as the forward cabins in the main hull not quite so well. Horizon and rig sightlines and some finishing also leaves room for improvement.

HH44

The HH44 seemingly manages to achieve the space and pace balance in a compact 45ft package, while also being one of the most innovative and exciting new production yachts I have sailed. From its looks to layout, to practical on deck solutions such as swing pedestals, side gates through the bulwarks and transom gates that double as swim platforms and boost cockpit security, it’s packed with fresh thinking.

And on the subject of ‘fresh’, the natural ventilation encouraged into the yacht through those massive forward facing coachroof windows which open – a feat made possible thanks to a stiff carbon composite structure – negates any aircon requirements.

With its deep carbon boards and tall carbon rig the HH44 is a powerful, reactive animal to sail. However, it’s the incorporation of the first parallel hybrid electric drive units which really makes this high tech high performance cat stand out. The electric motors are attached to the aft end of conventional diesel engines, not only providing silent power, but renewable energy through regenerative drives while sailing.

Best catamaran and multihull 2023

Best catamaran winner – Nautitech 44

If the very best catamaran delivers the ideal comfort to performance compromise, here’s a catamaran that seems to strike the perfect balance.

For those who cite a lack of visibility and protection as reasons not to choose this aft helm route, try sailing this first – direct steering brings so much more helming pleasure that you get the enjoyable feeling and communication more associated with a monohull. The attention to keeping weight low and central, vacuum infused vinylester build and a low coachroof and boom all aid this performance. The fine entry Lombard-designed hulls allowed us to properly point upwind at 8 knots (in 13), but it was the hands-on steering sensation that really stayed with me.

While there’s no real inside/outside boundary – the saloon bridges both – the Chedal-Anglay interior design works well. It is not as voluminous as some, but is certainly enough to be smugly comfortable at anchor, finished to a good quality, with walnut Alpi trim as standard. The layout option for a ‘smart room’ office/laundry/bunk room or stowage cabin is indeed really smart.

Out of all the multihulls nominated or sailed last year, this cat impressed me the most under sail. It’s the ideal size to go distance sailing, with good performance, low draught and space for family and friends. It had me dreaming.

Balance 482

I was drawn to the Balance 482, thanks to the combination of good looking modern design, high average speeds and, chiefly, the profusion of clever thinking and practical ideas that it brings. The South African build uses a foam core with E-glass laminate and cored furniture for a light weight of 11.3 tonnes, but also with the ability to take a generous payload.

An electric furler option combined with screecher sail helps offer effortless handling and fun sailing, although the 482 prefers a breeze in the double figures. Smart options such as load cells on the rigging, a bowsprit camera to monitor the anchor chain, plus engine room and mast cams all help for maintaining vigilance. Other features we like include the solar panels properly installed on raised brackets, raincatchers built into the coachroof, and how all sheets and lines are led to the helm station. But the prize solution is the VersaHelm, which allows you to swing the wheel inboard, close off the helm station, and stand watch and steer from a fully protected position.

Catana Ocean Class

The Catana Ocean Class is a bulky model which is geared more towards creature comforts than the higher performance of its predecessors. That said, it uses carbon in the structure and roof, foam cored furniture, the tanks are mounted low in the hulls and it has daggerboards and fine entry bows. The weight savings help it offer a massive 5.5 tonne cruising payload, plus there’s capacious stowage and large tank, refrigeration and laundry capacity.

Positioned between Lagoon and Outremer, the Catana echoes a bit of its sister brand Bali’s concept with its internal cockpit-cum-saloon layout while providing good ventilation via large sliding doors and opening windows. We liked how it’s easy to handle solo from one helm station, including the electric remote control of the boards, plus the layout of the galley and navstation.

C-Cat 48

Those chasing speed and helming pleasure should perhaps look to the C-Cat 48, as it’s as close to helming a fast monohull as a cruising cat is likely to get and one of the rare times we enjoyed sailing upwind in light breezes on a multihull! This is largely thanks to a lightweight, stiff build – the Comar yard has managed to save 1.7 tonnes over the first boat (9.5 tonnes light) and increased the draught of the curved daggerboards to 2.95m.

A carbon roof and rig comes as standard, as well as an epoxy hull, full carbon deck, bulkheads and compression beam. It is a little quirky with comparatively small volumes, but this François Perus design will outperform most other performance cats and monohulls of a similar length.

Excess 14

The Excess 14 shares that direct sensation you get from aft helms and some of the performance of the C-Cat, but in a more balanced, voluminous layout for cruising. The Excess 14 benefits from the research of VPLP’s Vannes racing office, where attention was focused on weight reduction, with savings particularly in furniture, on improved stiffness (PET foam cored sandwich for main structural bulkheads), and the efficiency of deeper fixed keels.

The result is telling on the water, as it should be for any best catamaran contender, where you can log easy miles: we clocked late 7s upwind, reached in the late 8s and regularly averaged 9 knots with gennaker in 12-15 knots. Clear glass windows give acceptable visibility from the helms through the coachroof and the comparatively minimalist interior. In short it offers a good mix of volume, reasonable performance and enjoyable sailing – see our full review last month.

Sailing performance was another key facet in the battle of the big cats from the big cat yards, Lagoon and Fountaine Pajot. Both models offer luxurious amounts of space for home from home comfort, as watersports bases for long term cruising.

Lagoon 51

The decision to push the mast to the front of the coachroof to allow for a larger genoa than its recent preference for self-tacking jibs has paid off on the Lagoon 51. It helped us sail efficiently into the waves (albeit not pointing too high) before clocking double figures reaching with the code sail in 15 knots.

The Lagoon’s large flybridge with dual access is a USP at this size that will be a hit or miss deal breaker for many. The 51 offers unrivalled accommodation volume in three, four or six cabins, and relaxation zones, and good circulation through these big spaces. Once again the jury applauds Lagoon for thoroughly testing the prototype model during a six month tour. Over 100 have already sold.

Aura 51

We saw in our December issue how the experienced owners of the Fountaine Pajot test boat choose to live and work full time aboard their Aura 51. It’s a design that promotes space, enough to take friends, family and crucially for them, all the toys to enjoy at anchor. Its capability of averaging 8-10 knots also appeals, although the single side helm and hydraulic steering result in scant connection to the sailing in light winds (the same applies to the Lagoon).

The fact the yard already offers this in a hybrid version and has an electric and hydrogen model in the pipeline could sway some, but the decision between the FP and the Lagoon will likely come down to preference between a central flybridge or offset bulkhead helm together with interior design and layout.

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

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

Best Luxury Yacht 2025

Best luxury yacht 2025 winner – Contest 63CS

This is a class act, a premium, modern-day cruising yacht which concentrates this family-run Dutch yard’s decades of experience into a contemporary, beautifully finished design.

Our test boat also provided memorable, enriching sailing performance. The test boat had many expensive optional extras, including a full selection of performance sails, a taller rig and a deeper keel, because its experienced Italian owner wants to do some offshore races. When the mainsail seemed to endlessly exit the in-boom furler, a push-button operation from the skipper, it made me appreciate how big a yacht this is to handle.

It’s right on the limit of owner operation – it’s possible, but more feasible with a standard rig and sail area. The experienced crew we had aboard gave us the reassurance to help get the most out of it. Just 8-10 knots breeze was enough to induce heel and really power her up, revealing an impressively potent machine. I was also impressed with how quickly you can get from marina to active sailing.

The test talks about performance and ease of trimming using intelligent push-button controls.

The hydraulic Code furler douses 225m2/2,422ft2 of sail in only seven seconds, for example. There is good visibility from the raised helms, however the payoff is that these are exposed if spending long periods on the wheel when cruising.

The interior is stunning and we particularly liked the optional ribbed timber finish on the bulkheads. Top features include the tall hanging locker on one side of the companionway and fuel filters easily accessed on the other, the large, long deep galley, useful sail locker-cum-crew cabin and, of course, the views from the owner’s suite aft.

As close to a superyacht as it gets at this size, the 63CS exudes serious quality. Despite its size and displacement, the Contest’s rewarding sailing stands out (particularly on the performance-enhanced test boat). It’s the definitive luxury cruiser for 2025.

Heyman 42PPH

If the Moody 48DS could have made it to the trials we’d have had an interesting duel of modern pilot saloon cruisers.

As it was, the Heyman 42PPH (‘pocket pilothouse’) shone, a design I have followed for years. Gabriel Heyman poured his vast experience and passion into it, creating a couple’s cruiser (with the largest cockpit you’ll find at this size), teeming with original ideas. Most of these concepts impressed our jury, some still need tweaking.

This two-cabin yacht is designed for two to live aboard in supreme comfort by fluently combining monohull and multihull features. In my full report in YW December 2024, I noted how it brings a lot of fresh thinking, including beach-house style inside-outside living, in what Heyman promotes as “a level of comfort offered by few, if any, boats under 55ft”.

It performs as both a shoal draught coastal yacht and a bluewater cruiser which feels dependable under sail and provides excellent protection in its vast and deep cockpit.

In the end, though, we felt a few areas of this niche design could still be improved, such as engine and mechanical access. So it was only eclipsed for the award by another North European design, which is the very definition of this category.

Best luxury yacht winner 2024 – Arcona 50

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

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

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

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

Contest 50CS

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

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

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

XC 47

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

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

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

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

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

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

Jeanneau Yachts 55

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

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

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

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

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

Best luxury yacht 2023

Best luxury yacht winner – Oyster 495

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

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

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

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

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

Beneteau Oceanis Yacht 60

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

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

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

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

Ice 62 Targa

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

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

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

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

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

In 2025 the nominees were formed from a trio of dayboats, which are unique and very different from each other, providing an appetising mix. Both the Tofinou and the Sunbeam fit into a modern daysailer bracket, the Bay Cruiser being more a small cruising yacht which is also simple and light to tow.

Best specialist yacht 2025 – Bay cruiser 21

There is an increasingly small choice of new entry-level yachts, but Swallow Yachts has produced a multifaceted beauty here. Attractive and seaworthy, with space to host friends or for a couple to weekend aboard, the Bay Cruiser 21 also offers engaging performance, shoal draught and easy towing ability.

The generous cockpit has deep coamings and a protective coachroof without impairing vision from the helm. A lightweight carbon mast and boom, Dyneema standing rigging and halyards and water ballast all come as standard to help with weight, power, stability and speed of rigging. At just 600kg the Bay Cruiser 21 is light enough to tow easily behind a normal car and can be rigged in minutes. In fact, we timed designer Matt Newland doing it alone – 31 minutes from arriving under sail to driving home!

We sailed it empty in light winds, relying on just the 25kg of lead ballast in the swing keel. An electric or hand pump is used to add the water ballast when in more breeze, flooding the single tank in the bilges to provide 400kg extra stability.

It then offered dry, double-digit surfs the following day in strong winds (extra purchase for the mainsheet would help though).

We liked the focus on balance and stability. The 6hp outboard is mounted forward in the cocckpit to help centralise weight, which also means the prop thrust is directed over the rudder blade. The swing keel and kick-up rudder setup also means you can dry out easily too.

The interior is compact compared to the cockpit, yet provides a comfortable seated area, enough room to sleep two and a dedicated space for a chemical heads.

In an age where new entry-level yachts are almost obsolete (and all cost six figures), this is a proper little cruiser which offers so much for the price: light weight, easy sailing performance, in a classic shape with a generous, protected cockpit and a weekendable interior. And you can tow it anywhere and rig it in minutes. For those who worry about the future of sailing, check out this Welsh yard. A unanimous hit among the jury and a standout yacht of the year.

Tofinou 7.9

Tofinou, a long term specialist in daysailing, has continued its spirit and neoclassic style of the 9.7 with this 7.9. Now the smallest in its range, it’s very much a pure design with modern lines designed for the pleasure of a few hours warm weather sailing.

The standard boat comes engineless. You can choose a 20hp diesel, or ours had a Temo 3kW electric drive with 1.7kW batteries (€13,000 extra). My favourite feature is the iroko tiller with the throttle neatly integrated into its end.

The forward benches are convertible to allow four to sit around a table, while below decks is simply a V-berth. An infused hull with PVC foam keeps weight to 1,200kg and it uses 1.7m fixed or 1.9m retractable keels with twin rudders.

The backstay-less square top main provides grunt and the 7.9 heels easily, but the helm felt relatively heavy during our trials, a bit neutral and lacking the sporty feel its looks suggest.

Sunbeam 29.1

Meanwhile Austrian yard Sunbeam has brought out another bold design in the 29.1. It calls it a ‘daysailer+’ thanks to its generous and practical interior. A swing keel (0.85-1.85m) allows for sailing on shallower lakes, while its 2.5m beam and 2.3 tonne weight enables trailering.

The heads compartment and pantry area are optional extras, built in modules to reduce the standard price. The electric 4kW drive is standard however.

Perhaps it is best suited to lakes though, as I found it tender and uncomfortable to sail in the testing conditions we had off Kiel. In sharp waves and a Force 4-5 it heeled steeply even with two reefs. The benches are too far apart for the helmsman to brace to windward and the open transom felt unnerving. In short, it’s a clever-looking design but for calmer waters (I noted as the Bay Cruiser was having a blast nearby!)

Best specialist yacht 2024 – Saffier SE 24 Lite

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

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

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

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

Cape Cod 767

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

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

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

Pointer 30

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

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

Flaar 24

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

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

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

Sun Fast 30

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

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

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

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

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

Shogun 43

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

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

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

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

Best specialist yachts 2023

Best specialist yacht 2023 – Ecoracer 25

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

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

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

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

Ace 30 plywood IRC racer

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

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

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

Astus 22.5 trailerable trimaran

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

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

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Finding the right mix of geographical influences can sometimes create formidable results. I’ve sailed most new Ice yachts over the last few years and all have been Italian-designed-and-built lookers. But for the Milan-based yard’s latest model, the Ice 66RS, CEO Marco Malgara wanted to shake things up a little, “to bring the shipyard’s ‘Made in Italy’ to an international level.”

So what happens when you mix flamboyant Italian style with a thoroughbred American powerhouse – when you inject that Maserati with a dose of American muscle? In this case, you create a stunner in the shape of a potent fast cruiser for the Med.

The Ice 66RS looks in vogue, whether from the dock, sailing or in her spacious and light interior. The in-demand Lucio Micheletti waved his wand over all these aspects, in particular creating a memorable interior. Caveat: no, it’s not for everyone, and yes, it’ll suit Portofino-type port hops more than offshore adventures!

Still, would there be much to gain from our quick light wind sail at the end of the day during its Cannes boat debut? As if responding to any such doubts, the breeze picked up to double figures at times, while we sailed under white sails and Code 0 finishing under a particularly moody sunset.

In short, my impressions were that the design team has nailed it – the sensation on the helm matches the premium looks and price.

Modern, alluring shape: plumb stem and fine entry, with maximum beam carried all the way aft, gives good form stability (needed with that much sail area!). Photo: Luca D’Ambrosio/The International Yachting Media

All-carbon

The RS line has all-carbon decks, which helps keep the 66’s displacement down to 26-tonnes, while hulls are infused glass-carbon sandwich, a hybrid blend to help offer some noise and vibration absorption. A glance up at the lofty rig will tell you this is a generously canvassed yacht, which should make the most of this type of fair weather, light wind sailing, while the stats from the performance ratios confirm this serious sail area allies with a lightweight, powerful hull.

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£3.24

In 8 knots true breeze we were soon up to 7 knots close-hauled with full main and self-tacking jib. Unleashing the Code 0 quickly increased the numbers to 9.5-10 knots in 10.5-11 knots, reaching at 75°.

I then enjoyed a short spell in 11-14.5 knots wind, where we clocked a consistent 10.5 knots under Code at 70°T. Figures aside, the majority of my notes centred on how lovely and light the steering felt. I’ve been lucky enough to sail plenty of large yachts, but not many at this size are capable of backing up the showy looks with such direct, finger-light sensations on the wheel.

Walkaround island galley is a central feature. Photo: Luca D’Ambrosio/The International Yachting Media

This first model has a 3.35m keel and single carbon rudder, while Ice also has options for a lift keel and twin rudder installation. “The volume distribution was optimised to achieve a desirable trim response with speed and heel,” Farr’s senior naval architect Britton Ward says. As well as the Ice’s light air performance they also geared it around “easy short-handed operation.”

Easy control

The push-button layout allows you to easily control the winches, furlers and traveller from a neat keyboard of buttons on each pedestal. This pedestal needs rounding off on the corners, though, as I found it can trap fingers against the wheel. A pair of winches each side are easy to work as they’re side by side, and within reach of the helm if sat between the two. The coamings flare out from the coachroof to house the sheet tunnels, while side decks continue right aft, creating an area that overhangs the aft deck and acts as a helmsman’s outboard perch.

The starboard side of the saloon converts from sofa to daybed using cushioned benches – which can move over to provide table seating. Photo: Luca D’Ambrosio/The International Yachting Media

Farr has taken full beam right aft to the transom, which is wide enough to incorporate a transverse garage that can house a 3.5m dinghy. Below the foredeck is an anchor locker with 100m of chain, and a sail locker which can be a crew cabin. However, owners wanting to keep hold of professional crew would be advised to give them an interior cabin and keep the sail locker for flying sails.

Huge double berth in the minimalist owners’ cabin is sited right forward, while entry to the ensuite is to starboard. Photo: Luca D’Ambrosio/The International Yachting Media

Ice Island

Descending the companionway you’re hit with a distinct impression of space. The transverse galley forward of the saloon aids this by leaving a wide, open area in the main saloon. The slim, wraparound style forward-facing windows and large hull portlights with mirrored surrounds fill it with natural light.

And somehow there’s still space for four cabins, all of which are ensuite.

The galley island works hard by forming the social heart of the yacht, a practical walkaround workstation that connects galley and saloon. I could tell the infectiously passionate Micheletti, who was aboard for our trial, was particularly happy with this feature.

Push-button control allows single-handing from the helm. Photo: Luca D’Ambrosio/The International Yachting Media

His use of a tactile ribbed walnut helps accentuate certain areas, such as this island, bulkheads and the headboard wrapping the master berth. The dark trim is also used on the soles and table and contrasts boldly against the natural light, lighter fabrics and trim.

And it’s not all just aesthetics, Micheletti has married the design with some practical substance too. The central deckhead for example is lowered, to allow the companionway hatch to slide into a concealed garage. This section then continues forward almost to the galley, to incorporate lighting and sturdy handrails each side for safe negotiation of the open space at heel.

As well as the near identical aft cabins there is a proper ensuite Pullman forward. In reality this is where paid crew would live if you want to keep them, and it boasts good stowage and an escape hatch.

To make space for this, the ensuite for the owner’s cabin is tucked over to starboard on entry and the berth, albeit huge and highly inviting, is right forward.

All-carbon deck helps give the Ice 66RS a relatively light displacement for its size. Photo: Luca D’Ambrosio/The International Yachting Media

Despite the volume, the cabin layout is perhaps a little questionable for me. At this size I’d want accommodation for a crew within the main interior, yet nowhere near me were I the owner! That said at least there’s a very practical Pullman inside and I like the athwartships galley.

When looks deliver

The Ice 66RS is both a delight to look at and to steer – a sports cabriolet for getting the most enjoyment out of light wind, fair weather Med days with minimal fuss/crew, yet one with the ability to stay longer aboard with more people in comfort, or occasionally slip rapidly around a race track. Nice work Farr.

Equally Micheletti has done a top job with the styling, including some practical substance and helping differentiate it from a busy market. For those shipping a paid crew, getting that owner/crew liveability balance right will be key.

In short, this is as good a yacht to sail as its cool name and looks suggests.

Looking every bit the Italian beauty at night. Photo: Luca D’Ambrosio/The International Yachting Media

ICE 66RS specifications

LOA: 19.90m 65ft 4in
LWL: 18.80m 61ft 8in
Beam: 5.73m 18ft 10in
Draught: 3.30m 10ft 10in
Displacement (lightship): 26,000kg 57,320lb
Ballast: 6,990kg 15,410lb
Sail area (100% foretriangle): 250.7m2 2,699ft2
Engine: Yanmar 195hp
Water: 1,000lt 220gal
Fuel: 750lt 165gal
Sail area/displacement ratio: 29.0
Displacement/LWL ratio: 109
Ballast ratio: 31.2
Test boat price: €3.4m
Design: Farr & Micheletti
Builder: iceyachts.it

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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 Ice 66RS Review: Slippery, Premium, Performance Cruiser appeared first on Yachting World.

Why charter? To have a deserved break afloat; to sail somewhere different; to try before you buy, especially if deciding between monohull and multihull; to see if it’s something your crew enjoys before embarking on longer-term cruising. Or all of the above.

For us, the plan seemed clear. After a decade of UK summers (an oxymoron!), where our family of four enjoys sailing dinghies and weekending our vintage micro-cruiser, it was time for some more reliable, sunny cruising. And the chance to try a modern production monohull presented an ideal opportunity for our daughters (9 and 13) to progress into yacht sailing.

Dubrovnik has become a Mediterranean cruising mecca. Not only is the ‘pearl of the Adriatic’ a UNESCO world heritage site to set sail from, with an old town made extra popular by Game of Thrones, but the islands strewn between here and Split offer some of the most enchanting, manageable cruising.

But I’d previously been put off the idea of chartering during summer school holidays, considering it too hot, expensive and, most of all, crowded. Thankfully, none of these preconceptions played out. In fact, from arriving in late July at Sunsail’s Dubrovnik base onwards, everything was charming. I would add surprisingly so – however there were some surprises in store.

Due to work commitments, we missed the first two days, compressing our week’s charter, but with the islands all lying to the north-west, routing decisions are easy at least – if the wind co-operates!

Chartering the new Sunsail 41.3 from Dubrovnik, a base which typically involves sailing to the north-west. Photo: Kelagopian/Sunsail

Full of surprises

I was genuinely impressed with the quality of ACI Marina, the Sunsail base, its staff and equipment. Were you stormbound you could happily while away a few days here – it’s easy to get into the old town, while quiet and relaxing with a superb pool and restaurant (Zephyrus YC), a well-stocked mini supermarket and good on-site facilities.

Indeed, despite normally itching to get straight off to a nice anchorage, we stayed put… our only night in a marina (and it was free!). It was a Monday so it was quiet, a strong wind was forecast that night and we had a small tech issue so decided to relax, victual, and enjoy the facilities.

The first real surprise came on boarding. I know the Dufour 41 having tested it the year before, so while the new voluminous boat was expected, the level of equipment it included was eye-opening. It was packed with mod cons I hadn’t even considered for a 40-footer, including aircon, genset, watermaker, freezer, microwave, electric toilets…

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For us the electric outboard on the Highfield RIB was the biggest hit, eliminating smells and noise and ideal for the kids to up their helming confidence. Knowing most Sunsail yachts are in ownership programmes, I wondered how such a high standard spec level is decided and works out financially, so, at the end of the charter, spoke with specialist Julian Adams – see panel, page 61.

Most likely we have all experienced some tired charter boats before, and it felt luxurious to step aboard a shiny new model. Of course, while a luxury to have, all these items ramp up the complexity and hog most stowage space. Our rep acknowledged this and even suggested using one of the three heads to stow the fenders.

The view of Lucas Taverna while moored stern-to.

Unfortunately, we couldn’t get a chart briefing because the specialist was off on an emergency – the downside of not arriving on the usual handover day. But the briefing videos are good and base manager Keith Harvey is very thorough with his drone footage of each area and zones of caution.

I’m obviously old school because I still crave paper, including charts, cruising guides, suggested itineraries etc. However, it’s now all set up to be digital only.

That feeling of leaving the marina, motoring out of the channel and first hoisting sails is priceless. Šunj on Lopud is the perfect easy first/last hop, little more than an hour from the bustling city, and offers stunning clear water to laze and swim in, an amuse bouche of what was to come.

a quiet, protected corner in Polače, anchored with a stern line to a rock. Photo: Kelagopian/Sunsail

Still not knowing how busy future destinations would be, I phoned ahead to the Lukas Taverna at Kobaš in the Ston channel, and was met with a reassuring ‘no problem’. We’d had some local recommendations from a Yachting World reader, but the Sunsail team is also responsive and helpful with advice on WhatsApp.

While my fellow charterers were quiet that week, I later saw just how well some used it for live recommendations and any tech queries. Likewise, Harvey’s daily weather briefings are first class.

Sailing to shellfish

Sailing up the channel between Lopud and Šipan (Eliphati) islands and the mainland brought the second surprise: just how quickly and violently the conditions can change here. Many will know the mountainous backdrop plays a big part in the local weather and cruising here, particularly thunderstorm activity. And the wind can change very quickly too. In this case we were sailing in 7 knots when a 20-knot wind band hit with a 45° change in its direction.

Our heavenly spot off Pomen

This led directly to the next surprise: we were not to get the sailing experience I’d enjoyed on the test boat the year before, sorry kids. All that gear obviously comes at a cost: weight. Then factor in white sails only, the drag of a fixed three-blade prop and towing a RIB dinghy and pointing and headway ability obviously diminish.

That said my ‘first mate’, my eldest daughter, proved an effective hand, and the electric winches and stackpack made sailing a doddle. Also, at 40ft, the loads are all relatively light, so it’s easy enough to pull halyards by hand and quickly unfurl/furl sails for that impulsive 10-minute spell of sailing.

KobaŠ is a delightful cove with a couple of restaurants, including Lukas, which belongs to ‘no problem’ Nicolas’ family. They gave us a friendly welcome and helped us dock stern-to, with 50cm of clear water below our rudder. Father told stories to guests over a glass or two, while mother knocked up some memorable seafood. We’d heard the oysters in these waters are meant to be some of the best in the world and they didn’t disappoint. Equally the calamari and (very) local chardonnay were excellent (the secret is in the stubborn vines which grow on rock faces apparently). All worth the inflated prices you pay on the islands (€230 for four).

It was on discovering our first truly idyllic and almost deserted anchorage the following morning that we began to realise just how special these waters are. You go giddy with excitement, juggling between trying to capture it on camera and continually wanting to plunge into the intoxicating palette of blues. In fact, the rest of our voyage centred on trying to find the most beautiful waters to anchor and swim in. The choice is spellbinding.

Our voyage was one of finding such delights, with laughs and cool-offs along the way

Lazy pace

With the light breeze still from the north-west (on the nose), any progress along the Mljet coast needed to be done under power. But these longer passages, particularly motorsailing in calm seas, were wonderfully relaxing.

It provided proper family time, with occasional cool-offs and tow-alongs, all while skirting the coastline and poking our noses into any inlets that looked inviting.

Mljet is 90% vegetation, and full of these enticing pitstops, particularly around the protected marine national park at the northern end.

Winding through the delightful channels en route to its Polače heart, we passed numerous superyachts parked stern-to their preferred rocks in some of the choicest spots, so we were then thrilled to find a quiet corner with a good stake to tie a stern line to in the protected anchorage opposite the town.

Polače has plenty of restaurants, a dinghy dock and useful small shops. Bike and e-bike rental stores abound as tourists typically cycle from here to the salt lakes (too hot for us, thanks).

Watching the setting sun from the remote nature reserve Lastovo.

Those who moor at the many restaurant quays and eat there avoid the €120 park fee, but after getting fresh supplies via dinghy we were too content with our anchorage spot and ate aboard that night. This helped confirm that the Dufour’s transom dinette/grill setup is a prime feature. Barbecuing in boardshorts, diving in to cool off, and finishing with an aft platform shower is the life!

Around the headland is Pomena where we stumbled upon the most stunning small shoal by an islet, a patch of white sand large enough to precisely drop the pick into with just enough scope during a calm daytime. It was the most inviting water I’ve seen, our tiny slice of paradise.

From here you have to decide whether to stay local, as in Mljet and the PeljeŠac peninsula, or strike out for Korčula, with its postcard old town, or the more remote Lastovo, a 20-mile sail west. We only had two more nights, but the mystique of Lastovo beckoned.

After a long afternoon crossing in a dying breeze, we buzzed the north part of the island to glimpse Lastovo town nestled high in the hills, danced to cockpit tunes as we took in the western end before reaching Pasadur in time for sundowners. The anchorages and submarine pen area looked busy so we settled for a buoy (€40 on top of the three-day €40 national park fee), which brought peace of mind and another stunning swimming location.

Medieval old town of Korčula. Navigation is easy line of sight between islands.

A biodiversity treasure with some of the richest botanical areas in the Med, Lastovo was declared a nature park in 2006.

Yes, in hindsight, it was a long way to go on our timeframe (and further to go back into the weather), but to see the kids be water rats until after dark, then lie with them on the foredeck stargazing at what is said to be the second darkest night sky in Europe, forged an enduring memory.

Weighing it up

Normally when handing the boat back the next day it makes sense to get to an easy radius from the base. Which was our intention, honest. But after a long morning of beating into an unforecast wind and swell, it was too tempting not to divert back to our paradisiacal patch off Pomena, which proved so relaxing we ended up staying that night. After all the forecast was settled now wasn’t it?!
Scoping out the various restaurants and watching other visiting yachts claim their spots (a fun pastime) we settled on the friendly fish restaurant Konoba Herc opposite, only nudging in there after our final sunset swim.

From the most tranquil evening I woke to mayhem at 2am as a huge thunderstorm hit. Having checked all lines and fenders and got thoroughly drenched I fretted about how to get back to Dubrovnik if the storm continued. Despite a disconcerting night and tentative departure, the skies and seas settled almost instantly by morning, leaving mirror calm conditions for the 40-mile return, albeit under the iron headsail (with more idyllic swim stops).

The Dufour’s aft grill and bathing platform get the seal of approval

The re-fuelling and handover was slick, with excellent instructions. And because we’d elected to stay on in Dubrovnik for an extra couple of days, there was no panic to get to the airport. Instead, a chauffeured transit awaited to take us on to more relaxation – thank you Sunsail.

So again, why charter? It’s 3°C and mizzle as I write this, the days barely bothering to get light. However, I’m picturing that water, the laughs, the lifelong memories. A sailing holiday afloat together can ensure quality family time and is the reason many crave repeats as their children age.

I know we do.

Charter cruising tips

If possible allow time before or after. Get the cheaper flights. Decompress. We stayed between the airport and marina for a long weekend from where it was a €20 taxi into the old town or back to the airport.

Don’t overstretch yourself. On a digital chart it all seems manageable, but a 5- to 7-hour sail is a long slog under power! I’m my own worst enemy, wanting to see every last inlet. But that can limit time exploring ashore.

If sailing is a priority, you may need to limit your cruising radius. Instead of trying to sail from A to B, consider just going for pleasure sails at the optimum angles and in the best breezes.

Marinas in Croatia are seriously expensive (around €75-150 a night)! With the plethora of stunning anchorages and restaurant docks, they can be avoided unless weather-bound or sight-seeing certain towns.

If you enjoyed this….

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.

Build your knowledge with a subscription delivered to your door. See our latest offers and save at least 30% off the cover price.

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Yacht design continues to advance quickly, as evidenced by the leap in performance made by the current generation of IMOCA 60s compared to just four years previously. The same is true among cruising designs and the Nautitech 48 Open also represents a big step forward, with hull shapes refined compared to those of the Nautitech 44 that was launched only three years ago. This simultaneously boosts performance while also improving handling and safety.

One of the key design aims was to improve performance at typical moderate sailing speeds of around 8 knots, which was achieved by modifying the rocker profile of the bottom of the hull, especially towards the transom. At the same time the bows are 10cm above the static loaded waterline, which helps the boat to turn more easily, both at sea and when manoeuvring in harbour. High aspect ratio rudders mounted almost right aft also help in this respect.

This boat has a very direct feel to the helm and in many ways it’s more like a monohull to steer, even if the difference that small tweaks to sail trim make is not as easy to notice. It’s also notable that very little speed is lost in tacks and in this respect the boat handles more like a good monohull than a traditional catamaran with immersed forefoots.

Relatively narrow hulls, below and above the waterline, give faster sailing and a smoother motion. Photo: Nautitech

In fact, spinning the boat as quickly as possible in a tack is the best option, even if that feels counterintuitive, especially to a yacht sailor. When executed neatly boat speed drops remarkably little.

The aft helm positions and open concept also make steering a much more sociable occupation than with a raised helm position. The downsides are that these positions lack protection and visibility is not as good, particularly past the coachroof. In one sense this is little different to a monohull with a blind spot under the jib, but can take some getting used to and even then will never have universal appeal.

Still, it should be no surprise that the Nautitech 48 Open has potential to maintain high average speeds on passage. In 12 knots of true breeze, with a 125m2 furling gennaker set, we made just over 10.5 knots with the true wind just aft of the beam, and 9 knots in slightly more breeze but deeper angles between 110° and 120°.

Performance dipped slightly to 7 knots when the true wind dropped to 10 knots. This was with the Code 0, rather than an asymmetric spinnaker, all of which points to easy 200-plus mile days when on passage.

Lombard’s reverse sheer and modest freeboard produce a powerful look. Photo: Nautitech

Design secrets

Another design aim for the Nautitech 48 Open was to improve both handling and safety by inducing the bows to lift further at higher speeds. This reduces the chances of burying a bow when sailing downwind in boisterous conditions, which in turn reduces any tendency for the bows to steer the boat into a broach.

This additional lift is mostly achieved by tweaking the rocker shape of the underside of the hull towards the transoms, with a little help from U-shaped underwater sections near the bow. Lionel Huetz of the Marc Lombard Yacht Design Group told me neither of these changes are extreme, so the modified bow shape doesn’t promote slamming in a head sea, while drag at the transom that would put a brake on acceleration is not increased at moderate speeds.

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“What we’ve done is a combination of starting with the bows slightly raised,” Huetz told me, “which means the hull shape doesn’t need to generate a lot of lift. Aft of that the key is to have the correct rocker shape underneath, but without adding too much rocker, because that adds drag at medium speeds and stops the boat accelerating.”

The result of these changes is that turbulence at the transoms of the Nautitech 48 Open disappears at speeds over 10 knots, when the stern wave is left behind in a manner that has similarities to a monohull planing.

There’s still plenty of space for cruisers to relax and spend long periods aboard. Photo: Andreas Lindlahr/EYOTY

Frustratingly, we didn’t have enough wind to see this under sail, but in light airs and the twin 75hp Volvo Penta diesel engines running at 3,100rpm we made an impressive 11.3 knots of boat speed. At that speed the stern wave was well behind the boat and the front metre of each hull airborne, with the bows roughly 30cm above the water. This will clearly be advantageous when sailing downwind VMG angles in a big breeze.

At the other end of the scale, performance in very light airs has long been an excellent test of a thoroughbred design. Our test boat had an 89m2 Code 0 designed for tight sheeting angles and upwind use, allowing us to sail at apparent wind angles of 30° in 3-6 knots of true breeze. Impressively for a boat with a light displacement of 13.5 tonnes, our boat speed almost equalled the true wind speed in these conditions, and the helm still retained its very precise feel.

The test Nautitech 48 Open also had a very high aspect ratio self-tacking jib, which makes for wonderfully easy handling.

The funky-shaped wheels are, in Nautitech fashion, mounted right aft for direct steering. Photo: Andreas Lindlahr/EYOTY

A more efficient 64m2 overlapping sail is offered as an option, which might reduce the need to carry the upwind Code 0, leaving a furling gennaker, plus an 18m2 asymmetric spinnaker handled with a sock, as options that would give an efficient all-round sail inventory without having to carry too many individual sails.

Huetz also says the overlapping headsails give a perfect sail plan downwind in a big breeze when combined with two reefs in the main.

Safe speeds

During initial sea trials off the Atlantic coast of France, the first Nautitech 48 Open notched up 20 knots boat speed sailing at a 120° true wind angle and 20-25 knots of breeze in 4m waves. I’m told the boat was very easy to steer, even using the pilot, but still with the option to play the waves and have a lot of fun.

This may sound alarming to those accustomed to a more sedate pace while cruising, but a 120° true wind angle gives lots of scope to bear away and massively reduce the apparent wind speed, thereby calming everything down if necessary.

Long hull windows give lots of light and opportunity for views from the cabins. Photo: Nautitech

Equally, heel stability increases with the fourth power of the size of a boat and becomes enormous once a catamaran reaches this length, so risk of capsize is a fraction of that of a 40ft boat in similar conditions. Indeed, this effect is so marked Huetz tells me that above 50ft it’s routine not to engineer the masts of cruising catamarans to take the full rig loads that would be needed to capsize the vessel, as to do so would require an unfeasibly heavy and cumbersome spar.

The design team also analysed the likely benefits of daggerboards for this boat, instead of the relatively deep fixed keels that have been fitted to Nautitechs to date. They concluded that, when compared to efficient keels with a proper aerofoil cross-section, the benefits of daggerboards were too marginal to be worth the extra build cost, loss of interior space and added complexity when tacking and gybing.

Deeper keels than usual for a catamaran of this size also allows for more efficient higher aspect ratio rudders, which has a direct impact on the feel of the helm. Steering is by cable, with the pilot directly attached to the port quadrant, so it’s available immediately for steering in the event of cable failure.

The 48 improves on the 44’s style and layout with larger cockpit, saloon and galley surfaces. Photo: Andreas Lindlahr/EYOTY

There’s also an option for a second pilot system on a completely separate network for redundancy – an important factor for those who intend to sail long distances.

Sail handling mostly takes place just inboard of the helm stations, which works well in most respects, although there’s not a direct line of sight between someone working centrally on the foredeck and another in the cockpit, for instance when hoisting a Code sail or spinnaker.

A second drawback is that lines turn through two 90º angles before reaching the clutches and winches working areas, which increases loads and friction. The mainsheet traveller runs across the beam aft of the cockpit and was easily controlled by a Harken electric Flatwinder system on our test boat, while the gennaker and asymmetric spinnaker sheet to each quarter.

Note the refrigeration space and navigation station forward. Photo: Andreas Lindlahr/EYOTY

We sailed with seven on board the Nautitech 48 Open, yet circulation of people around the saloon and cockpit areas generally proved to be very easy, with plenty of space for two or more to pass each other easily. The only exception is at the very aft end of the cockpit, where there’s little space to pass and this is also an area in which you’re working lines or steering… and changing sides in tacks and gybes.

Of course this isn’t an issue on semi-flybridge catamarans, or those with a raised helm station further forward, from which almost all sail handling can be carried out, though the Nautitech’s twin aft helm stations have other advantages.

Although little more than a decade old, Nautitech was one of the pioneers of what it calls the Open concept of blended indoor/outdoor living. This is now well established and offers a big improvement compared to older models, though while there’s a wide opening between the cockpit and saloon it’s not possible to connect the tables in two different areas together.

The Nautitech 48 Open cockpit table is offset to starboard and has a folding leaf in the middle to convert it from coffee table mode to full dining. There’s also a further seating area on the foredeck, which opens up more options for socialising space, or for added privacy when berthed stern-to.

Despite the fine entry hulls, cabins are large and bright and not impinged by daggerboards. Photo: Nautitech

Views all around

The saloon has almost 360° vision that’s interrupted only on each quarter and benefits from plenty of light, space and natural ventilation. The yard has also worked hard to reduce solar gain here and therefore keep it cooler in bright sun. So there are fewer big glazed panels overhead, while optional covers are available to keep sun off the windows. There are also opening hatches in the coachroof, plus a couple in the forward windows to maximise natural ventilation.

To starboard is a big, well-appointed galley with ample worktop space and good stowage, plus an extensive choice of refrigeration and freezer options. Seating and the saloon table are to port, with room for six people and enough for eight at a pinch. However, as mentioned, the saloon and cockpit tables can’t be connected together to accommodate a larger party.

The flexible SmartRoom adds appeal. Photo: Nautitech

The Nautitech 48 Open has a great forward-facing navigation area and watch-keeping station, while the bar-style feature at the front of the saloon that was first introduced on the 44 is a neat addition adding worktop/table space and creating a further small socialising area.

This may sound like a lot to pack into one area, even on a multihull the size of the Nautitech 48 Open, but the layout is well executed and there’s still plenty of space to move around, so it doesn’t feel cluttered.

In addition, attention to detail is impressive, both in the way the interior is put together and in items like the solid capping pieces on the joinery that will absorb knocks and bumps as the boat ages without damaging more fragile veneers.

Nautitech can accommodate a degree of flexibility on the layout in each hull, for instance in the number and configuration of the heads and shower compartments. The Nautitech 48 Open we sailed is an owner’s version with a very large forward heads area in the port hull, including room for his and hers basins, a separate shower cubicle, space for a washer-dryer and decent stowage. There’s also a dressing table with a section that pulls out to create a desk that has an outside view through the hull windows.

Another decent sized cabin. Photo: Nautitech

The test Nautitech 48 Open’s starboard hull is configured with a smallish double cabin aft and Nautitech’s so-called SmartRoom. This is a flexible concept that can be fitted out as a utility, workshop and stowage area, albeit with occasional berths.

On this boat it was set up with a settee/single berth and a small desk area with a view out through the hull window, but can be quickly converted into a double bed and there’s an additional bunk bed that swings out above it. Three children, for example, could sleep in that space if you had visitors. This hull also has large separate shower and separate toilet compartments, although the boat can be configured with up to four heads, or with a larger aft cabin.

Another important element of this boat’s performance is its relatively light displacement. Structural mouldings are vacuum infused, with a Divinycell foam core, while bulkheads are glued and bonded at key locations. There are four watertight bulkheads giving the boat a good chance of remaining afloat, even in the event of extreme damage.

Our test Nautitech 48 Open was equipped with 2kW of solar panels allied to a 1,020Ah 12V battery bank, a €40,000 option that all of the eight boats sold to date have taken. Roughly half have also specified a diesel generator, but that’s only essential if air conditioning is also specified, which is rarely chosen by those who intend to sail long distances.

To date every owner has opted for the option of 2kW solar panels and upgraded lithium batteries. Photo: Nautitech

At 300lt each the fuel tanks are of a reasonable size for long-distance sailing and spending extended periods on board, especially given the boat’s performance in light airs, and the solar/ lithium options that should all but eliminate the need to use diesel power for battery charging.

Systems appear to be very neatly installed, with easy access to pumps and filters, while all interior trim panels are clipped in place to give instant access to wiring, deck fittings and so on. The wiring of the test boat looked very neatly installed and the digital switching system has a full manual backup.

The narrow hulls give the 48 a performance profile. Photo: Nautitech

Nautitech 48 Open specifications

LOA: 14.67m 48ft 1in
LWL: 14.32m 47ft 0in
Beam: 7.97m 26ft 2in
Draught: 1.55m 5ft 1in
Displacement: 13,500kg 29,768lb
Mainsail: 93m2 1,001ft2
Self-tacking jib: 42.5m2 455ft2
Genoa (optional): 64m2 688ft2
Code 0 (optional): 89m2 958ft2
Gennaker (optional): 125m2 1,345ft2
Spinnaker (optional): 175m2 1,883ft2
Engine: 2 x D2-60 Volvo saildrive
Diesel: 600lt 132gal
Fresh water: 600lt 132gal
Air draught: (ex antennas) 23m 75ft 6in
Naval architect: Marc Lombard Yacht Design Group
Interior design: Christophe Chedal-Anglay
Base price: €999,800 ex VAT; Price as tested: €1,133,521
Builder: nautitechcatamarans.com

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Stand-out designs are often the result of a succession of well-informed evolutions rather than a revolution that turns existing thinking on its head. The J/40 is born out of a long association between J/Boats in the USA and J Composites in France, a collaboration that created iconic designs including the 36ft J/109 and 40ft J/122.

This new model represents a big refinement of successful and well-proven concepts, without losing the ethos and DNA that fans of J/Boats have come to expect. At the same time, the J/40 offers a lot more stability and volume than earlier models of a similar size. This translates to faster performance, bigger aft cabin bunks, a better galley, a hugely improved saloon with 18% more volume than the J/122, better ergonomics and stowage, plus a much higher level of finish.

J Composites says the stability figures are 10% higher than those of the 43ft J/133, yet the new boat is half a tonne lighter, while waterline length and beam measurements are also more similar to the J/133 than the J/122. The result is a boat that can be expected to look after her crew even better in heavy weather, yet also offers excellent performance, even in very light airs.

Immediately noticeable is that the J is still responsive and rewarding to sail in such light breezes. With a true wind of less than 5 knots, boat speed near matches the wind speed when reaching. Unusually among modern yachts it also sailed upwind surprisingly quickly in these very light airs, again with a positive feel on the helm.

low freeboard along with relatively narrow beam combine to create timeless lines. Photo: Sailing Energy/J Boats

Once the breeze picked up to 8.5 knots we made 6.6 knots upwind, even though we were sailing with a cruising spec woven polyester furling headsail. By the time the true wind built to 12.5 knots we were well powered up with 7.4 knots of boat speed at an apparent wind angle of only 26°.

Depowering as the wind continues to build is easy thanks to the powerful hydraulic backstay, an efficient mainsheet traveller that runs across the cockpit floor and the German mainsheet system. These work together to simplify accurate mainsail trimming in a manner that simply isn’t possible in most cruising yachts.

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This was borne out on my first sail on the boat during a blustery late October day in Palma, with frequent heavy squalls interspersed with calmer periods. When the true wind built to 18 knots it was easy to depower the rig and we were still far from needing to drop a reef in, while making 7.3 knots upwind at an apparent wind angle of 24°.

The J/40 also proved to be very flexible upwind. You could choose to maximise speed or maximise height without a measurable difference in VMG, providing sails are trimmed appropriately. On the other hand, despite the extra stability there’s more heel when sailing upwind than some wider beam performance yachts, although the J/40 can be expected to have a more comfortable motion and be slowed less by awkward head seas.

The J is responsive and rewarding to sail in very light airs. Photo: Andreas Lindlahr/EYOTY

Comfortable helm

Helm positions work beautifully, whether standing up or sitting on the side deck. Big foot chocks are well placed when the boat is heeled and there’s a good view of the luff of the jib or spinnaker. The new J also proved lovely on the helm in all conditions – finger light with just enough weather helm to give positive feedback.

Overall draught is 2.2m, while the very high aspect rudder is 1.9m deep. This gives a reassuring amount of grip even when the boat is pressed on a reach. At the same time, it offers less drag than twin rudders in light airs and you have the benefit of the prop wash over the central rudder when manoeuvring in tight spaces. A downside of the deep rudder is vulnerability to grounding.

Fold down bathing platform includes integral boarding ladder. Photo: Andreas Lindlahr/EYOTY

With a hull length of just 38ft 5in, this is a shorter boat than the older J/122E and has more beam, yet it still has a very easily driven hull shape. This was shown when reaching with only main and jib in 12 knots true, when we still made 7 knots in a really easy cruising mode. On bearing away to 140° true and deploying the 130m2 top-down furling gennaker we made 8.5 knots as the wind built to 14 knots. Boat speed increased to 9 knots when we luffed up by 35°, yet this was still easy sailing, without feeling pressed.

The shortish 77cm fixed sprit, in place of a much longer retractable version, is a clear break with J/Boats tradition. Nevertheless, even in light airs it never felt as though this is a brake on performance and, equally, the big 160m2 A2 spinnaker ought to be large enough to promote planing performance, even if more wind will be needed than for proportionately lighter boats such as the First 36, Pogo 44, or JPK39 FC.

Conventional wisdom also says that commercially successful performance yachts have to be optimised to a rating system. However, J/Boats has consistently bucked the trend in this respect. Indeed, the initial success of the J/24 almost 50 years ago was precisely because it didn’t pander to any rating system, which allowed Rod Johnstone to draw a boat with very fair lines that performed and handled far better than other small raceboats of the era.

Cockpit is spacious, even though maximum beam is not carried as far aft as on most of today’s designs. Photo: Sailing Energy/J Boats

Similarly, the J/40 wasn’t developed for any specific rating system. Instead J/Boats worked at simply producing a design with the best performance and handling possible for this style of boat – it wouldn’t take too much customisation to get to the top of many fleets.

Proven design

With the exception of the twin helm stations instead of a single large wheel, the thinking behind most of the deck layout will be familiar to anyone who has previously sailed J/Boats. Headsail winches are on the coamings, there’s a conventional pit area at the companionway, plus a mainsheet traveller with an ample 6:1 purchase mounted on the cockpit floor, while the German-style mainsheet system is led to winches near the helm stations.

Deck layout allows for easy short-handed sailing. Photo: Sailing Energy/J Boats

Our test boat was fitted with an optional carbon mast with rod rigging in place of the standard aluminium spar with Dyform wire rigging. It was also set up with a Harken Mk lV removable headsail furling drum, allowing the use of a furling headsail for cruising or full luff length racing sails. To change mode you simply undo six Allen screws, allowing the drum to be removed.

The choice of an above-deck furler was a deliberate one that makes sense for this boat. For a start, the furling lead has a more direct run, which reduces friction compared to a below deck unit. It also allows the forestay to be positioned right on the bow, thus maximising the J measurement. Headsail sheets are led via old school longitudinal jib sheet tracks with inhaulers.

For efficient upwind work in stronger breezes there’s also an option for a furling staysail with a halyard lock and 2:1 purchase at the tack that leads aft to a winch to tension the luff before being locked off on a foredeck clutch. It’s a neat system that can be set up in advance of heavy weather, but removed to making tacking easy when it’s not needed.

The interior has more wood trim than earlier J/Boats of a similar size. Photo: Ludovic Fruchaud/imacis.fr

Stowage on deck includes a shallow locker under the starboard cockpit seat, plus a liferaft locker under the port seat. There’s also a large lazarette with room for a deflated dinghy, fenders, plus toys such as paddleboards. The anchor locker right forward also has space for a few fenders. Even in three-cabin form the boat therefore offers ample stowage, while two-cabin versions add a big cockpit locker that’s also accessible via the aft heads and has space for several sails, folding bikes and more.

There’s also a substantial removable cockpit table for cruising that can be left in place when sailing in a similar way to that of the J/45, but is easily removed for racing.

Gains below

One of the stand-out features of the J/45 is its Isabelle Racoupeau-designed interior, which marked a huge improvement in quality for the J/Boats brand. Racoupeau was retained for the new boat, which was developed with a similar ethos, but with cleaner lines that also help to speed up the production process.

A high standard of joinery gives a warm feel. Photo: Ludovic Fruchaud/imacis.fr

The result is a high standard of joinery that gives a warm feel, plus enough white surfaces and natural light to give a bright ambience, which is enhanced at night by concealed lighting. Despite the relatively narrow beam by the standards of today’s performance yachts, there’s a lot more internal volume than the old J/122.

There are also good grab handles and deep fiddles around the forward facing chart table and at the galley, as well as a practical foul weather gear locker near the companionway that drains into the bilge.

Overall, it’s a thoroughly workable layout that should prove ergonomic both at sea and in harbour, including generous saloon with seaberths, an excellent galley and navstation with a dedicated forward-facing seat. The large galley will certainly find favour with cruising owners. This has a 1.5 bowl sink, a large top-loading fridge, lots of worktop space and plenty of stowage.

Aft cabin berths are a good size. Photo: Ludovic Fruchaud/imacis.fr

The saloon table is offset to port with L-shaped seating, plus a settee to starboard. This may not be perfect for those who want to race with a full complement of jibs, as there’s a lack of space for the sails, but the arrangement is comfortable for cruising and offers two excellent sea berths that are parallel to the centreline.

Aft cabins are significantly larger than those of the J/122 and have a hull window, two opening ports, plus large lockers for stowage. The forecabin has a space to walk around the aft end of the bed, which helps create a feeling of space and gives easier access, though you have to sleep with feet facing forward.

On three-cabin boats the heads is forward of the main bulkhead and is well appointed though, unlike most of today’s pure cruising yachts of this size, doesn’t include a separate shower stall. However, a big downside of three-cabin boats is the only heads is effectively in space carved out of the forecabin.

The forecabin berth is narrow at its forward end. Photo: Ludovic Fruchaud/imacis.fr

Two-cabin boats have an additional heads aft and the option of fitting out the forward heads compartment solely as a shower. Alternatively this space can be incorporated as an ensuite within a larger forecabin.

J Composites’ structures are well-proven for stiffness and long-term durability. The J/40 is resin-infused using variable density PVC cores and both uni and multi-directional E-glass fabrics. The main bulkhead is also infused composite, while key elements of woodwork are laminated to the hull and therefore act as part of the structure, adding stiffness.

The overall goal with the boat was a relatively simple concept with fewer options than for the J/45. This markedly improves production efficiency and therefore drops the unit cost, so the J/40’s base price of €350,000 ex VAT is little more than 60% of that of its larger stablemate.

The single rudder retains good grip even when the boat is well powered up. Photo: Sailing Energy/J Boats

While a shorter options list may appear at first sight to be a drawback, it’s also practical in another sense. The full set of options, including diesel generator and air conditioning adds approximately 1,000kg to the J/45’s displacement, but the J/40 is less than three-quarters of the weight of that boat, so the heavy items would have a disproportionate impact on performance.

Standard equipment includes pop-up mooring cleats and all the deck hardware on our test boat, including the headsail furler and hydraulic backstay, but not the electric winch upgrade at the coachroof, carbon mast or full Flexiteek decks. Sails and electronics choices are optional.

Low freeboard and traditional sheer help ensure attractive lines. Photo: Andreas Lindlahr/EYOTY

Fresh water tankage is just adequate for longer duration cruising, with 360lt if the optional second tank is specified. Given the boat’s excellent light airs performance most owners should find the 150lt diesel capacity is ample.

J/40 specifications

LOA: 12.47m 40ft 11in
Hull length: 11.70m 38ft 5in
LWL: 11.26m 37ft 0in
Beam: 3.86m 12ft 8in
Draught: 2.2m 7ft 3in
Displacement: 7,665kg 16,900lb
Air draught: 19.45m 63ft 10in
Engine: Volvo 50hp
Fuel tank: 150lt 33gal
Water tank (std): 230lt 51gal
Sail area/displacement ratio: 24.7
Displacement/LWL ratio: 150
Price as tested: approx €500,000 ex VAT
Builder: J-boats.com/j-composites.eu

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The post J/40 review: Pinnacle of evolution appeared first on Yachting World.

The European Yacht of the Year 2025 winners were announced this evening, Saturday 18 January 2025 on the first night of the Dusseldorf Boat Show. Dubbed the ‘oscars of yachting’ the awards this year comprised 12 nominees, from which we elected five category winners.

The 12-strong jury is formed of leading boat test critics from their individual countries panning Europe.

Each nominee is tested by all jury members over two weeks of trials in two locations during the Autumn. It’s an impartial, intense and comprehensive programme which results not simply in awarding winners, but by exposing and revealing the boats’ strengths and weaknesses it helps encourage better built and better value new yachts.

The winners will be displayed at the show. But for those who can’t make it, worry not – I’ve sailed all the boats and done the legwork for you! We’ve also got full reports in Yachting World and full video walkthroughs on each.

The Dufour 44 was one of the Nominees in 2025. Photo: Andreas Lindlahr / EYOTY

Best Family Cruiser 2025

Nominees: Dufour 44; Hanse 360; Jeanneau Sun Odyssey 350

A trio of the latest key-sized family cruisers from the mainstream production yards was always going to present interesting competition.

The Dufour 44 is very similar to its smaller 41ft sister which launched the year before, with a little more space felt throughout Umberto Felci’s voluminous hull shape. See our report and video here.

The Jeanneau Sun Odyssey 350 meanhwile is the last in the line to benefit from Jeanneau’s eigth-generation upgrades, with some key tweaks over the enormously popular SO349 (1,200 sold). A fun, manageable, versatile entry level cruiser.

Winner: Hanse 360

The collaboration between the German shipyard and the French design studio Berret-Racoupeau has filtered down the new range to this Hanse 360, which seems to take on 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 – it maximises volume for its length.

A great all-rounder, the proportions of the Hanse’s 360’s layout are spot on, as its balance under way where it offers easy enjoyable sailing. Yet there is also so much volume, including the option for a 3+2 layout. That doesn’t come cheap but this does set a new benchmark for 35ft production cruisers. The Hanse represents what a modern family cruiser should offer: fun, easy, responsive and manageable sailing in space and comfort.

Standard price ex VAT: €185,000

Jury quotes

“Intuitive sailing with precision steering and a very reassuring stiffness, stability, and sturdiness. You have to get used to the beamy aft, but down below it pays in terms of volume, especially in the guest cabins which are properly sized.” Jochen Rieker, GER

“Well balanced family cruiser: compact without being cramped, voluminous without feeling oversized,” Marinus van Sijdenborgh de Jong, NED

The Club Swan 43 was one of the Nominees in 2025. Photo: Andreas Lindlahr / EYOTY

Best Performance Cruiser 2025

Nominees: ClubSwan 43; J/40

Two dramatically different 40-ish footers. The ClubSwan 43 and J/40 may be similar weights (slightly under 8 tonnes) but that’s where the comparisons end. These are wonderfully different-shaped cruiser racers. It was certainly eye-opening to see them parked stern-to next to each other.

With those flared muscular lines, I find the ClubSwan 43 one of the coolest designs of the year.

In the end the Jury felt the more subtle perfectionist evolutions of the J tipped the balance in its favour – not to mention the CS43 is more than double the price.

Winner: J/40

One of the most rewarding yachts I’ve sailed in light winds, the J/40 won the jury’s plaudits for its looks and handling. Offering something more timeless than the current voluminous trend, this is a pure J/Boats style fast cruiser, a refined evolution.

An elegant, slippery new yacht which never stopped moving even over glassy seas, the J/40  excelled on the helm. Despite its comparatively narrow, low hull, it provides a roomy enough cruising interior – although the single heads is a little cramped on the three-cabin version.

A true cruiser-racer blend, and something different to the modern bulbous planing shapes, it offers much of the J/45 and includes many of J/Boat’s long-proven concepts.

Standard price ex VAT: €350,000;

Jury Quotes

A dream boat that is sailing fast, whatever the conditions… And in a tricky economic context, the yard managed to offer such a package at a reasonable price which is even more outstanding,” Sebastien Mainguet, FRA

“Very strong sailing performance and correspondingly high-quality equipment on deck,” Roland Regnemer, AUT

“One of the few shipyards that remains 100% true to its DNA,” Morten Brandt-Rasmussen, DEN

The Lagoon 43 was one of the Nominees in 2025. Photo: Andreas Lindlahr / EYOTY

Best Multihull 2025

Nominees: Lagoon 43; Nautitech 48 Open

A reduced showing of new multihulls this year, which is perhaps representative of a market that’s been booming for many years, but also one which is slowing its new model releases as it struggles to fill order books.

The new Lagoon 43 is the same length and width as the enormously popular Lagoon 42 (1,100 sold), but otherwise quite different. A chief goal was to offer four equal size cabins so all charter guests are happy, and to move the berth in the owner’s cabin version forward away from the dock.

Winner: Nautitech 48 Open

Space, speed and style. My first thoughts were certainly positive: is this the best-looking production cat currently? We featured a full test on this 48 Open in the February issue and filmed this sailing tour, yet I still struggle to condense my impressions to highlights here.

The Nautitech 48 Open gets me dreaming of going places for long periods of time while loving the sailing! It is one of the rare production cats that makes you actively want to remain on the helm and one which keeps moving in the lightest of airs.

No complex daggerboards hinder the accommodation, which helps allow some intelligent layout solutions to be offered. For distance voyaging at a good average speed, this has the waterline length to deliver, combined with plenty of comfort throughout and space for all your toys.

Price ex VAT: €980,000;

Jury quotes

“Do you want a lot of space, or do you want to sail fast? The Nautitech 48 Open balances both in an excellent way,”  Axel Nissen-Lie, NOR
“Extraordinary sailing performance, thorough interior, and an innovative hull design making this catamaran remarkably easy to tack – those are some of the standout features of this true winner,” Morten Brandt-Rasmussen, DEN.

The Heyman 42PH was one of the Nominees in 2025. Photo: Andreas Lindlahr / EYOTY

Best Luxury Cruiser 2025

Nominees: Heyman 42PPH; Contest 63CS

If the Moody 48DS could have made the trials we would have had an interesting dual of modern pilot saloon cruisers. As it was, the Heyman 42PPH (‘Pocket Pilothouse’) shone. Gabriel Heyman poured his vast experience and passion into this, creating a couple’s cruiser teeming with original ideas – most of these concepts impressed our jury, some still needed tweaking.

Winner: Contest 63CS

The Contest 63CS is a class act, a premium modern day cruising yacht which concentrates this family-run Dutch yard’s decades of experience into a contemporary, beautifully finished design.

Our test boat also provided memorable, enriching sailing performance and was enhanced with many expensive optional extras, including a full selection of performance sails, a taller rig and a deeper keel.

It’s right on the limit of owner operation and as close to a superyacht as it gets at this size. Despite this size, the Contest’s rewarding sailing stands out, while the interior shows a superyacht level of finish, engineering and attention to detail.

The definitive luxury cruiser for 2025.

Prices ex VAT from €2,989,000;

Jury Quotes

“Offers more than some superyachts. And she sails with a lightness that would by no means suggest her weight,” Lori Schüpbach, SUI 

“Despite her 30 tons of weight the performance on the water is as magnificent as the exclusive interior,” Joakim Hermansson, SWE

The Sunbeam 29.1 was one of the Nominees in 2025. Photo: Andreas Lindlahr / EYOTY

Best Special Yacht 2025

Nominees: Swallow Yachts Bay Cruiser 21; Sunbeam 29.1; Tofinou 7.9

A trio of dayboats, which again are very unique and different from each other, provided an appetising mix. Both the Tofinou 7.9 and the Sunbeam 29.1 can fit into a modern daysailer bracket at least, while the Bay Cruiser is more a small cruising yacht which is also simple and light to tow.

Winner: Swallow Yachts Bay Cruiser 21

There is an increasingly small choice of new entry-level yachts, but Swallow has produced a multifaceted beauty here. Attractive and seaworthy, with space to host friends or for a couple to weekend aboard, the Bay Cruiser 21 also offers engaging performance, shoal draught and easy towing ability.

On the water it proved a unanimous hit among the jury. This is a proper little cruiser which offers so much for the comparative price. Light weight, easy sailing performance, in a classic shape with a generous, protected cockpit and a weekendable interior. And you can tow it anywhere and rig it in minutes.

For those who worry about the future of sailing, check out this Welsh yard. A standout yacht of the year.

Price ex VAT £29,125

Jury Quotes

“A practical, well-designed boat that is a great addition to an industry otherwise obsessed by size.” Alberto Mariotti,  ITA  

“Absolutely packed with smart innovations and clever solutions to make handling both on and off the water a piece of cake.” Joakim Hermansson, SWE

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Boot Dusseldorf, the world’s largest yacht and watersports fair, is expected to attract over 200,000 visitors over nine days from 18 January. Exhibitors at Boot Dusseldorf 2025 will comprise all forms of watersports enthusiasts from yachtsmen and motorboaters wanting to see the latest premieres through to windsurfers, paddleboarders and divers.

If you haven’t been before, Boot Dusseldorf is a truly mammoth event, with approximately 1,500 exhibitors spread across 220,000m2 of space in 17 halls.

Some notable new yachts and debuts we know about so far include the new Grand Soleil Blue, which is built out of recycled materials, Saffier Yachts’ new flagship Saffier SL46, which is by far the largest yacht yet from the family-run Dutch daysailer specialists, from Denmark both X–Yachts’ new racer the XR-41, and an exciting new Dragonfly 36 trimaran, plus the European Yacht of the Year 2025 nominated ClubSwan 43 and Yachting World cover model J/40. Nautor Swan will also be showing its smallest model yet, the exciting new ClubSwan 28 sportsboat.

The EYOTY awards will be presented on the opening evening of the show (nominees below). The stunning Contest 63CS is on the shortlist, and will be exhibited on the Dutch yard’s stand alongside the Contest 55CS (a previous winner) and the Contest 49CS, a combination which is sure to make a formidable display.

Also going big again for this show is Solaris Yachts, with its new Solaris 55 which premiered during the autumn shows alongside a Solaris 50 and Solaris 64RS.

While many of these big yards had confirmed their presence in November, there are several notable exceptions for 2025, including Hanse and Moody, Bavaria, Elan Yachts, and very little representation from the catamaran sector – the only cruising cat will be the Excess 11.

The biggest yacht debuts at Boot Dusseldorf 2025

Beneteau First 30

With less and less demand for racing or cruiser-racers, Beneteau is increasingly looking at the fast, fun cruising sector… And it wants to get beginners comfortable with planing sailing. Also crucial to this is keeping it to an accessible/ entry-level price of €100,000.

The key is keeping the Beneteau First 30 simple to sail so that an average sailor can get planing easily and enjoyably. Designed by by IMOCA and Class 40 expert Sam Manuard, the First 30 weighs only 3.1 tonnes, with 60m2 of upwind sail area so it should jump onto the plane in 13-14 knots wind. The deck layout is deliberately simplified, while the interior features a large forward cabin and galley, two berths and a single heads.

Saffier SL46 

Saffier Yachts, a family-owned Dutch yard, is now the established name in luxury daysailers.

So this new 46ft performance cruiser marks a step change to its business model. The Saffier SL46 is designed for fast cruising in comfort from a spacious sheltered cockpit. It is offered as a Med or North version, the former with an open aft deck and helm seats which convert into lounge beds, and the latter with a closed cockpit and dinghy stowage. Both have high-class two or three-cabin interiors.

The SL 46 is once again an in-house design. The hull shape shows a flattish run in the aft sections for performance. The vacuum-infused glassfibre hull has a galvanised steel grid for reinforcing keel and rig loads. Price ex VAT: €580,000.

Saffier will have a standout stand as it will also exhibit the previous EYOTY award winners the Saffier SE33 Life, Saffier SE27 Leisure, and the Saffier SE24 Lite.

X-Yachts XR41

Boot will see the world premiere of X-Yachts first pure racer for many years. The XR41 is a contemporary shape that includes considerable flare above the waterline aft to reduce wetted surface area in light airs. The size was chosen to make it the fastest boat, capable of getting the best possible results on corrected time, in Class B of the ORC rating system.

It has a comfortable interior for fast cruising, including a spacious owner’s cabin forward and a full galley.

The Danish yard will also be exhibiting an X4º, an Xc47 and an X49 mkII.

Grand Soleil Blue

This appealing new Grand Soleil Blue is the first recyclable serial production boat built in Italy – A 10m fast and cool weekender. Designed by Matteo Polli and built with the engineering help of NL Comp, the GS Blue is made from thermoplastic resin, which, unlike traditional thermoset resins, can be separated from the glass or carbon fibres and reused at its end of life.

All interior materials are also recyclable and even the sails are made from thermoplastic materials.

The 33ft 3.3-tonne craft is described as ‘a daysailer with extended range’, an easy-to-use boat with a large stern deck area. It has a 36m2 main and can fly a 100m2 gennaker.

Propulsion is via a 12kW electric engine, with lithium batteries charged by solar integrated into the deck and hydrogeneration. The Nauta interior can sleep four.

Contest 63CS

If it’s not the largest yacht in the show, the Contest 63CS will still surely make for one of the highlights of boot Dusseldorf. This Judel Vrolick shape is now familiar to the modern range from the Dutch family-run yard.
Size-wise the 63CS is right on the limit of being manageable by an owner-operator. Indeed the first example has a crew cabin.

As we found when we sailed it for European Yacht of the Year trials in Palma in October, powered systems that are easy to operate from the helm pedestals are key. Step below decks and you find a seriously impressive, tasteful interior by Wetzels Brown Partners, offered in teak or oak.

The semi-custom layout revolves around the raised saloon and deep long passageway galley. Its finish quality smacks of superyacht class.

J/Boats J/40

Not only does the pink spinnaker of this alluring new first J/40 adorn our January cover, but our full review of this slippery new model is in there too – out now. It’s J/Boats through and through and offers an elegant alternative to the modern voluminous shapes more common these days.

KM Bestevaer 54

With an increasing trend for and interest in high latitudes cruising, you can be sure that this Bestevaer model will pull a large crowd. Aluminium specialists KM Yachtbuilders are showing MicMac, its latest 54ft custom centreboarder.

It is based on the Dutch yard’s popular and rugged go-anywhere Dykstra Bestevaer design but with some of its family-friendly Stadtship features incorporated too, such as a large pilothouse, spacious cockpit and luxurious interior.

Dragonfly 36

The Danish fast cruising trimaran experts have spent two and a half years working up this new 36. “It’s a scaled down 40, but with some new ideas,” designer Jens Quorning explains. These include a new swing-wing folding system to reduce beam to 2.7m, and a reverse bow on the main hull, which brings more volume, buoyancy and speed.

It is offered as a cruising version with self-tacking jib or a performance version with taller rig. With its two double cabins, the Dragonfly 36 presents a versatile package, from fast shorthanded cruising to offshore racing. dragonfly.dk

Heyman 42

Designed for two to live aboard in real comfort, the Heyman 42 PPH (Pocket Pilothouse) combines some of the best of monohull and multihull features into a modern hull shape – an attractive yacht which brings a lot of fresh thinking from a lifetime’s design experience.

It offers beach house-style, inside-outside living, in what Heyman promotes as ‘a level of comfort offered by few, if any, boats under 55ft’.

ClubSwan 43 & Clubswan 28

What does a genuine cruiser-racer look like today? Spicy and seriously appealing if we take Swan’s latest model as an example. Granted, the dark brown water surrounding the ClubSwan 43 (CS43) during this first photoshoot doesn’t quite sell it, but believe me, the lines and details of Juan Kouyoumdjian’s latest rocketship really does get the heart rate spiking. This is one slippery weapon, potentially as stunning to sail as her fiery looks promise.

Nautor Swan will celebrate a new stand location in Hall 16 by showing three of its latest models, including a first boatshow for the ClubSwan 28.

Solaris 55

Solaris Yachts always put on a memorable show at Dusseldorf, it’s rigless hulls usually displayed at an appreciable viewing height on a sea of coloured glass. This Solaris 55 is a fitting model to celebrate Solaris Yachts 50th anniversary in style.

Eagle 46

A guaranteed crowd-pleaser! The elegant and timeless Hoek lines of the Eagle 46 feature extensive overhangs combined with state-of-the-art appendages under the water and a powerful sloop rig. This Carbon Edition has a Corecell carbon hull and deck, plus carbon mast and boom and North 3Di Endurance sails.

The deck layout is set up for easy single-handed sailing and there’s a large cockpit for family and friends to enjoy. It features a recyclable EcoDeck, and has enough accommodation below decks to spend a few days on board.

It will also be accompanied by an Eagle 38 on display.

RS CAT12

UK sportsboat specialist RS will introduce its latest model a 12ft cat, the baby sister to the RSCAT16 and 14, designed as a simple and easy-to-handle entry-level boat for launching off the beach. €5250 ex VAT.

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Think about it relative to houses, and it makes more sense. After all, who would choose to put their kitchens and living rooms in the cellar or basement? Especially if you have a sea view! Yet to the layman, that is what happens on conventional monohulls. You walk through the nice views of the cockpit, and down a flight of stairs to the living and accommodation in the bowels of the boat, on the lower floor.

And what about entertaining? When friends visit you want to be able to host and socialise with them in the best space and comfort. Of course, cruising multihulls have long addressed this issue, by placing the living accommodation on top of the hulls where the prime viewing’s on offer.

But pilothouse monohulls have done so for longer still, albeit in a more niche way – it’s hard to blend a large coachroof structure onto a comparatively compact single hull. Most pilotsaloon cruisers are traditional and verge on being considered motorsailers.

Designed for two to live aboard in real comfort, the Heyman 42 PPH (Pocket Pilothouse) combines some of the best of these monohull and multihull features into a modern hull shape – an attractive yacht which brings a lot of fresh thinking from a lifetime’s design experience.

It offers beach house-style, inside-outside living, in what Heyman promotes as ‘a level of comfort offered by few, if any, boats under 55ft’.

Cutting upwind. Photo: Andreas Lindlahr/EYOTY

Making an impression

On first approach, you instantly know the Hey42 is something different. And that’s not simply because of its classic lines, deep cockpit or bright deckhouse, but the fact you can easily board it from the pontoon – a faux hull window conceals a step which folds out of the topsides – genius! Then there’s the hinging transom built into the counter, which drops down to increase the single-level cockpit space.

For the European Yacht of the Year welcome meeting near Kiel, 16 of us sat in comfort in the cockpit. Can you think of another sailing monohull below 60ft on which that could be achieved? The elimination of aft cabins was key to the overall layout, believes designer Gabriel Heyman who welcomed us aboard. It helped create this cockpit size and easy walkthrough layout.

Article continues below…

Moody 41DS review: Could this model win you over to the decksaloon lifestyle?

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£454,608.00

Boot Düsseldorf 2023: Top new yachts making their debut

One of the worlds most exciting boat shows comes round every January and often features a host of new yacht…

“It’s intended for bluewater, but a great aspect its shoal draught offers is exploring coasts.” Heyman concedes such designs take time, and his Hey42 took around eight years in the conception. It started at 32ft and grew and grew as it included more and more. “I like design work and I don’t count the hours,” the Swede quips.

Who’s Heyman?

Over the last few decades Heyman has drawn approximately 80 yachts, with around 20 going on to build stage. He won the 1995 Yachting World design competition for his ‘Freja’ cruising yacht, while the Fantasi 44 remains arguably his most successful, with 22 launched, and proves his skilled ability to blend in a pilothouse design.

An elegant, traditional sheerline helps keep the decks reasonably dry in swell. Photo: Andreas Lindlahr/EYOTY

Heyman is a clever naval architect who thrives on theoretical and practical ways to make yachts perform. The winning keels on America’s Cup IACC boats between 1992 and 2007 were all designed to a patent of his which involves a dragless trim tab on the aft end of the keel.

He has published plenty of his theories, some of which are incorporated into this PPH. Take the bow shape: contrary to most modern yachts which have been growing fatter noses, Heyman has been reducing volume in his bow profiles since the 1990s. He argues that designers typically take data from tank tests done in flat water, but he wants his yachts to keep moving when the bow goes up and into the next wave.

He explains how the centre of displacement then moves aft on his designs, as volume, keel and mast all shift aft. This creates a balanced mainsail and foretriangle, and, he thinks, faster boats with more efficient sailplans. “Until now, I’ve never designed a boat that’s broached,” is his boast, even on a shallow keel design like this.

What seems like a hull portlight disguises a highly useful boarding step. Photo: Andreas Lindlahr/EYOTY

This keel, which is integral to the hull, is only 1.48m deep, but has a particularly long chord to compensate the draught. A lifting centreboard which slots into this keel stub is an option, one the test boat didn’t have, nor Heyman thinks necessary as it adds complication. There is also an appendage forward of the rudder Heyman describes as a ‘bustle’ rather than a skeg, designed to prevent ventilation, and through which a thruster can also be fitted.

All aboard

Time to test the theories, and for my first sail we had near ideal conditions with a balmy 16 knots breeze and a testing swell. The Heyman is infusion-built in Vinylester on a Divinycell core and weighs 11.4 tonnes light, so the test boat was approximately 12.5 tonnes with half tanks, then factor in the added weight of a dozen of us aboard that morning too.

Figures were modest, averaging 6.5 knots upwind in 15-20 knots true with full sail. In these conditions, we found she prefers not to point too high and that bearing off slightly increased speed by up to a knot. Indeed, we’d struggle to tack under 100°, which is perhaps to be expected for this keel shape and draught.

Engine bay is in the cockpit which helps keep smell and noise out of the interior but lacks access. Photo: Andreas Lindlahr/EYOTY

Bearing away further helps bring the Hey42 to life, especially if it’s enough to employ the reacher sail. This is permanently rigged on an outer stay and underdeck electric furler forward of the self-tacking headsail. It’s made from heavier material than a Code 0 and can be used from 50° right through to a downwind – Heyman even says he used it goosewinged downwind with no pole.

It has a high clew so can be used with a single sheeting point and helped us clock 7.5 knots reaching, nudging over 8 off the breeze with full main and a bit of swell. (In the lighter breeze and flatter seas of the previous day, my Yacht of the Year colleagues reported figures of 6 knots in 7.5 knots wind at 60° to the apparent wind.)

A really ugly seaway kicked up that afternoon, in what was, I am told by my local German friends, highly unusual conditions: a howling north-east wind combined with near 30°C temperatures in early September! These strong onshores over shallow water resulted in very little fetch or distance between the waves. Here, the V-bow proved useful, cutting through these tall, sharp waves as we punched out from Schilksee marina.

The Hey42 felt solid on the helm, as we averaged around 7 knots through the waves. There followed numerous sailplan adjustments, which fluctuated between one and two reefs and full or near full headsail. This second hull to launch is already owned (by an octogenarian on the west coast of Sweden), and with the Lundh sailmakers aboard we were certainly playing on the cautious side.

The versatile reacher sail. Photo: Andreas Lindlahr/EYOTY

The in-mast mainsail uses vertical battens with proper roach and some square top, and Peter Lundh favoured a well-reefed main with a deep draught. Personally I think it felt a little underpowered (and in no danger of testing Heyman’s broaching claims), but couldn’t push the point too much as this is an owner’s pride and joy.

With a single rudder mounted far aft, the pressure increases are communicated directly through the helm, but when we did over-reef it became too soft in feel and slow on pace. I found with more sail up and a bit more heel she responded better to the winds gusting in the mid-20s.

I was particularly impressed with how quickly you could furl sails, including the double speed availability on the remote-controlled furlers. While this needs to be done carefully to avoid damaging the sails, it’s reassuringly fast and easy to do short-handed from the helms.

Simple systems

Sailing off the breeze and across the waves with full reacher out, we averaged 8-9 knots, touching double figures with waves in our favour, albeit still with a deeply reefed main. (Polars confirm hull speed is just over 9 knots).

A very bright pilotsaloon and raised galley with surround views. Central bench slides inboard and has a hinging backrest. Photo: Andreas Lindlahr/EYOTY

Heyman wanted a simple mainsheet system to help keep the boom low. It’s on a bridle system on the pilothouse roof, led aft to the Andersen 50 winches. Separate red and green lines act as fine-trim when close hauled, or for attaching a preventer when sailing off the wind. He also believes a cruising yacht should be devoid of lines on deck to prevent tripping hazards. So the top of the roof is built separately to the coachroof, to help allow conduits below for the sheets and running rigging.

When seated, the helmsman has a good view through the clear glass windows. Stand up and the coachroof top creates a blind spot, so Heyman added fold-down foot plates to gain that 8in or so to see over the roof. These are horizontal however, so at larger angles of heel you lack the bracing angle needed.

For such a deep, protected cockpit there were a couple of damp areas. Seawater sloshed in via the gap below the swim platform, as the rubber gasket designed to prevent this had yet to be fitted. The cockpit drains struggled to deal with this at heel as the low cockpit can mean the leeward one is below waterline level. And the helmsman can also get a wet rear when sitting up on the side deck if/when water sluices aft.

Lower snug for yet more comfort. Photo: Andreas Lindlahr/EYOTY

It is also a beamy cockpit, so with only single winches each side and a good distance between the wheels, those wanting to short-hand will need to rely on an autopilot and be methodical with sheets. The decks however felt safe with high bulwarks and enough support.

Underway in friendly conditions, the raised ‘throne’ pushpit seats are the pick of the places to sit in comfort with a view. Back in the marina or at anchor you have a luxury of choice. With the dinghy lowered and swim platform extension employed, a full rugby team could sit around the 12m2 cockpit – an unheard of amount of space in a 42ft monohull.

The extra deep, long benches can fit four per side, while the forward facing chaise, with back resting against the pedestal, is ideal on passage. Folding directors chairs (which have dedicated stowage in the enormous lockers) can be used on the lowered swim platform, or in the cockpit below a bimini if desired.

Deck stowage is supreme – particularly in the sail lockers, liferaft locker below the cockpit, and the vast cockpit bench lockers (spacious enough to stow the dinghy on passage).

These cockpit lockers are mirrored, with space for chairs, bikes, and cruising paraphernalia, plus an optional watermaker and small genset. In between is the cockpit-accessed engine bay, which works well to help keep noise, heat and smells out of the interior and make it easy to remove the engine. But there are no side panels from the cockpit lockers and it’s a bit tight at the forward end to access the impeller, especially with the optional larger 75hp Volvo in there.

Keeping the layout to just two cabins, can result in a lot of space and comfort, particularly in the master. Photo: Andreas Lindlahr/EYOTY

Glass house

The glass doors form a watertight bulkhead, with 10mm on the windows and 8mm glass doors, and a storm board fits at the base during rough passages (but is not needed for watertight integrity). The decksaloon then gives yet more protected comfort and seating, complete with surround views. The multi-levelled interior is also easy to move between, so from the glass doors it’s just two shallow steps down to the galley, while the saloon is on the same level as the cockpit with abundant natural light and views.

The project began with a lower galley, but when you stand in the raised version you instantly see why Heyman changed his mind. What a place to prepare food – it’s compact and seaworthy yet convivial. Practical points include the forward-facing fridge, a deep cave below the sole for dried goods or bottles, and a covered drying rack outboard of the double sink.

It feels safe and robust moving around inside. The table in the decksaloon has deep fiddles when folded, as does the backrest to the inboard bench. When these are extended or raised, seating increases from four to six. The sofa doubles as a passage berth, with space for bedding behind. And below the bench are drawers for charts, though chartwork would need to be done on the saloon or lower saloon table.

The cabins are linked by a shared generous heads and shower. Photo: Andreas Lindlahr/EYOTY

This lower snug has a coffee table, a useful hanging locker, and a bureau of drawers with multiple USB outlets. It’s somewhat a luxury of space, given all the cockpit and saloon seating, but works well as an office or “a quiet place to celebrate a wet day with a whisky or two,” as Heyman points out poetically. A trotter box below the galley sink allows room for a passage berth here, although this could be improved for such a purpose. Heyman admits he’s still perfecting such details.

Around 6ft 3in headroom continues through the two cabin entrances. The guest cabin has a berth almost wide enough to sleep both ways, with a comfortable reclining backrest outboard. And while it’s plenty spacious enough and with good natural light, it lacks a little natural ventilation.

The master cabin meanwhile boasts the size and comfort you might come to expect in a yacht 10-15ft longer. No snug V-berth here, instead it’s a full 1.6m wide double up to the forward headboard. It’s light and spacious, with abundant stowage.

The single heads and shower is shared by – and links to – both cabins. Again, it’s a logical choice for a yacht that will typically be used by couples, and helps allocate maximum space to the toilet and shower stalls.

Voluminous shape includes a deep, protected cockpit but relatively compact quarters for the helms. Photo: Andreas Lindlahr/EYOTY

The trim is satin-finished Khaya mahogany, with teak soles and finish quality is excellent, including a lot of attention to detail. Access to some systems and the bilges below the deck saloon is very limited though. The Hey42 is built in Estonia at Ridas Yachts. “They were building a 115ft aluminium yacht when I first visited in 2019 and I was stunned by the quality,” says Heyman.

Four sold from the drawings, with the first and fourth going to the US. The ‘standard’ price of €722,000 ex VAT is a very complete one which includes sails, electric furlers and winches, in-mast furling, bow-thruster, B&G autopilot and instruments, chargers and inverter. The only extras on the test boat were the davits, a washing machine, and an extra plotter.

Heyman 42PPH specifications

LOA: 13.52m / 44ft 4in
LWL: 11.83m / 38ft 10in
Beam: (max) 4.30m / 14ft 1in
Draught: 1.48m / 4ft 10in
Draught centreboard: 1.48-3.02m / 4ft 10in – 9ft 11in
Displacement (lightship): 11,600kg / 25,573lb
Ballast: 3,650kg / 8,047lb
Berths: 4-6
Sail area (100% foretriangle): 99.5m2 / 1,071ft2
Engine: 57hp Yanmar, 75hp Volvo Penta or electric drive
Water: 500lt / 110gal
Fuel: 460lt / 101gal
Sail area/displacement ratio: 19.7
Disp/LWL ratio: 195
Price: (ex VAT) €722,000 fully equipped
Design: Gabriel Heyman
Builder: heymanyachts.com

If you enjoyed this….

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.

Build your knowledge with a subscription delivered to your door. See our latest offers and save at least 30% off the cover price.

The post Heyman 42PPH: Handsome new decksaloon cruiser packed with ideas and space appeared first on Yachting World.