For a venue to introduce the Beneteau 46.1, the latest model in the long-running Oceanis line, as well as a few other new sailboats to North America, the French builder chose Fort Adams, in Newport, Rhode Island, hosting two days of press and dealer sea trials just prior to the opening of the Newport International Boat Show last September. This was not your usual dog-and-pony presentation. Think instead Westminster Dog Show meets Kentucky Derby. And needless to say, the Pascal Conq-designed 46-footer was dressed to the nines for her debut.

While mainstream builders once used demo boats and long lists of factory-installed or aftermarket options to draw in customers, ­nowadays, new models arrive packed with extras in order to make a splash. In the case of the 46.1, the lengthy list of upgrades included Nordac cruising sails from North; electric Harken winches; a sporty bowsprit/anchor roller for the furling code zero; an in-mast furling mainsail; a cockpit arch to keep the mainsheet up and out of the way; and a full suite of B&G instruments. Oh, and I almost forgot: a swing-out barbecue and sink, built into the transom and adjacent to the fold-down swim platform.

To put it all in perspective, the base price of the 46.1 is right around $320,000. The boat we got to sail in Newport, and which CW‘s Boat of the Year judges inspected a few weeks later at the U.S. Sailboat Show in Annapolis, Maryland, carried a price tag of $520,000. That, if nothing else, demonstrates the wide range of factory customization that is now possible with a production boat.

I got to jump aboard the 46.1 in both locations, and up front, I’ll admit our test sails did not involve a hands-on inspection of the open-air galley described above. But what they did include were chances to experience a couple of quite enjoyable spells at the helm. On Chesapeake Bay, in about 10 knots of breeze with the 107 percent genoa unfurled, we tacked upwind at 7.6 knots. Cracked off to a reach, with the code zero set, our speed hovered right around 9 knots. On and off the wind, the twin wheels felt silky smooth, sheets were close at hand and there was plenty of room in the back of the cockpit to move from side to side. “On this boat, they’ve got twin rudders, and they certainly answered adequately,” noted judge Tim Murphy.

In the 46.1 for instance, the added volume is most evident in the forward owner’s cabin, where to either side of the island queen berth there is room at the foot of the bed to stand, and outboard of that, there’s still more room for two sets of shelves by the in-hull ports. The cabin also features two hanging lockers and separate shower and head compartments, one to port, the other to starboard.

The boat we visited had a three-cabin, two-head layout, which I thought would be quite usable for a couple who sails occasionally with friends or family aboard. A well-equipped and roomy L-shaped galley was to port at the foot of the companionway; opposite was the second head with an attached stall shower.

Forward to starboard was a large dining table with U-shaped seating, and opposite, a couch. In a nod to the manner in which many navigate these days, the interior design team at Nauta chose to forego the traditional nav station. Instead, just forward of the couch up against the bulkhead, there was a small desk sized for a laptop computer, and above it, a flat screen display.

For those with more frequent guests, there is also a three-cabin, three-head version of the 46.1, in which the galley is pushed farther forward into the saloon, replacing the couch to port. Charter owners, meanwhile, have the option of splitting the forward cabin into two en suite doubles, or even having five cabins and three heads. In this layout, double bunks replace the starboard head aft.

Topside, there are numerous options, too. First, consider the rig. The standard is a 66-foot-8-inch aluminum mast. A performance spar that’s 3-foot taller is available in aluminum or carbon fiber, and there is an Intracoastal Waterway-friendly 63-foot-6-inch stick as well.

Underwater, there are three possible keels: shoal (5 feet, 9 inches), deep (7 feet, 9 inches), both cast iron, or a cast iron and lead performance foil (8-foot-8-inch draft).

Other choices include a 57 hp (standard) or 80 hp Yanmar diesel; additional water or fuel tankage; a self-tacking jib or 107 percent genoa; and the aforementioned cockpit arch. And then there is a range of finish choices below and several possible equipment packages. Honestly, it’s a bit overwhelming to ponder.

To my mind, though, whoever checked off the boxes for the boat we sailed got it right. I found the cockpit to be both roomy and functional. I liked the wide sunbeds to either side of the companionway and the stout stainless-steel poles between the arch and cabin top that provided really good handholds when going below. A centerline drop-leaf table that can accommodate eight crew was set up with a refrigerator compartment forward and life-raft storage aft and under, a detail that caught the eye of ever-safety-conscious BOTY judge Alvah Simon. He noted it’s right where you’d want it to be, down low in the cockpit, where you could pull it out and deploy it overboard from the transom.

The wide side decks were easy to navigate — though the judges did wonder about the midship cleats being placed well aft — and we all liked the idea of raised bulwarks for better footing when heeled. Mostly though, it was a rewarding boat to sail, and that’s the whole point. Right?

Mark Pillsbury is CW’s editor.

Beneteau Oceanis 46.1 specifications

Beneteau
410-990-0270
beneteau.com

Sea Trial

The post Boat Review: Beneteau Oceanis 46.1 appeared first on Cruising World.

Sparkman & Stephens. Ron Holland. Germán Frers. In the storied history of Nautor’s Swan, one of the world’s most established and respected brands of production cruising boats, with the exception of several race boats in the Club Swan line, the company has employed the services of precisely three naval architects, legends all. Since the 1980s, though, the principal designer has been Frers, and during that time, the company has perhaps become best known for its line of “maxi” yachts, ranging from a relatively modest 60-footer to the whopping Swan 132.

And I thought my first ­memorable Swan experience, decades ago, on the very cool S&S-designed 44, was one sweet ride.

With the launching last year of the new Swan 54, however, both the builder and the creator have returned to their roots (Frers’ first Swan, in 1981, was the 51). However, if you’re looking for an example of how designs have evolved over the past few decades, consider the initial, very different, appearances of the 51 and the 54.

Nowhere is this more apparent than in the deck layout. The 51 was a veritable winch farm (there were at least a dozen of them, scattered hither and yon from the mast to the wheel); the 54’s spanking clean decks are completely uncluttered (there are but four electric winches, gracing the cockpit coaming, and even the running rigging is stashed in conduits beneath the deck). As with many big early Swans, on the 51, there’s not one dedicated cockpit but two, one for the sail handlers (and the companionway) and the other for the driver. The 54 has but a single expansive one. And of course, the 54 has twin wheels, a ubiquitous feature on today’s contemporary cruisers, and an unimaginable one in the early 1980s.

Yet it’s in the ends of the new boat that we see the greatest changes and innovations, and they’re striking. Forward, the self-launching anchor is beyond nifty, and coupled with the gargantuan sail locker, that’s one interesting bow. Aft, the boarding platform created when the wide, electrically controlled transom is lowered is nothing less than a sweet private sun deck (take that, pinched sterns of yore!). Both of these features are superbly executed.

Actually, the same could be said of the entire vessel. Like every bulletproof yacht ever constructed in the rugged Finnish town of Pietarsaari, the 54 is built like a veritable brick outhouse. Closed-cell foam is employed throughout the cored, vinylester-sandwich layup: in the hull, the structural bulkheads and the teak deck. Watertight bulkheads separate the lazarette and forepeak from the central interior space. Our test boat was equipped with the fixed deep (8 feet 1 inch), standard lead keel and a single rudder, though a “variable draft” daggerboard version with twin rudders is also available for those seeking more range, in skinnier waters, from their prospective cruising grounds (it draws 4 feet 6 ­inches with the board down).

Related: Nautor’s ClubSwan 50

The oak interior is handsome and well finished. There are three sleeping cabins: the master stateroom all the way forward, with an expansive island berth; a guest cabin just forward of the beam, to port, which may offer the coziest sea berths on passage; and another cabin to port, aft of the companionway, which can be ­specified as a double or with two single berths. An aft utility cabin to starboard is an ideal space for a workbench, the generator and even a washing machine, though the room could also be set up as a crew cabin, as it was on our test boat. The central dining area is to port; to starboard lies the L-shaped galley, loads of ­counter space and a forward-facing navigation table. A pair of heads on opposite sides of the boat flanks the forward and aft sides of the central saloon, respectively. All in all, it’s a straightforward but very efficient use of space.

Back topside, there’s a rather ingenious dodger built right into the cockpit coaming, which is easily raised or stashed when needed (you’d want to lose it when club racing, and this would be a grand boat on which to do Caribbean events like the St. Maarten Heineken Regatta and Antigua Sailing Week). The sloop rig features a double-spreader carbon Seldén spar and a split hydraulic backstay; a pair of pad eyes on the bow are set up for the tacks of asymmetric spinnakers. There’s no traveler for the double-­ended mainsheet, led to a pair of winches just forward of the helmsman. All other sheets and reefing lines are led below deck to another set of cockpit winches and a suite of attendant control clutches. A handy couple will have no worries taming this steed.

Sadly, on the day we took the 54 for a spin on Chesapeake Bay, we did not have the breeze necessary to put the boat through its proper paces. With a wimpy 3 knots of early morning autumn winds, we managed a couple of gasping knots of boat speed both on and off the zephyrs. It was disappointing because we had no doubt the boat would get up and gallop in any sort of reasonable blow. Under power, we were a bit surprised that the 110 hp Yanmar (on a traditional straight-line shaft — no saildrive) didn’t pack a bit more punch, yielding under 9 knots when opened up. It was the only question mark in my notebook at day’s end.

In other words, I was pretty darn smitten with the Swan 54. It not only joins the legacy of a proud and prosperous enterprise, it more than holds its own.

Herb McCormick is CW’s ­executive editor.

SWAN 54 Specifications

Nautor’s Swan USA
401-846-1090
nautorswan.com

Sea Trial

For a complete guide to Cruising World’s extensive online boat reviews and to request reprints from our older print archives of reviews, go to cruisingworld.com/sailboats/sailboat-reviews.

The post Boat Review: Swan 54 appeared first on Cruising World.

Most boats are nouns; the Maine Cat 38 is a verb — a boat that can be understood only in motion, and preferably under sail with a good breeze blowing.

Last March, I sailed the Maine Cat 38 Tamarack, hull number four, in the Sea of Abaco, Bahamas, with my parents, my college-age daughter and her friend. Meanwhile, one of 2018’s several historic winter storms was blowing through New England and the Canadian Maritimes, sending massive swells down our way and contributing to a squash zone of isobars on our local weather map. In the Abacos, that meant 20-foot seas offshore, rages in the cuts between cays and sustained winds edging toward 30 knots all week. Already on the Monday we flew in, Marsh Harbour’s supermarket shelves were empty of milk and fresh produce; for the next five days, the Bahamian mail boats were forbidden to leave the safety of their docks in Nassau. For us aboard Tamarack, the weather forced us to do all of our sailing inside the Sea of Abaco. But even in this usually protected sound, we encountered seas of 8 to 10 feet, sometimes breaking.

In those conditions, the Maine Cat 38 behaved like no other boat, monohull or multihull, that I’ve ever sailed. “This boat just gets up and frolics,” is how Sue Murphy, my mom, described sailing it.

Dick Vermeulen founded Maine Cat in 1993. Since then, his team of a dozen craftsmen in Midcoast Maine has launched some 140 sail- and powerboats, including 63 30-foot and 24 41-foot sailboats. Recently, Vermeulen created the Maine Cat 38 to return to simpler roots — a boat with no genset, no air conditioning, no microwave oven and just one head; a boat that a single person would be willing to take out sailing, with or without crew. And Vermeulen set himself one other goal: “This boat has to be the fastest cruising cat out there, or I’ve failed at everything I’ve done.” (For details about the genesis of the 38’s design, see “Birth of a Cat,” CW, July 2017.)

For our gang, mere speed wasn’t the priority. Yet the qualitative experience of sailing a boat whose creator took such care to keep the weight out was a revelation to all of us. Tom Murphy, my dad, has worked as a yacht broker for more than 30 years and has made hundreds of coastal and offshore yacht deliveries, often harrowing ones. “The way this boat lifted in 8-foot seas,” he said, “I mean, you’d see a roller coming in, and you’d tense up and steer into it and wait to take the sleigh ride down the back side and bury the bows — and that just never happened. Instead, you’d get up on top of a wave, and it would feel like the wave was flat, and you would just sort of come down with it. No pitch, no roll, no burying the bows or the stern.” Like me, he’d never experienced a boat that felt like this.

Vermeulen is a mechanical engineer by training. The effect he created in this boat is the result of a single-minded commitment to keeping weight out of it, both in the initial build and in the systems that go aboard. He determined that in order to achieve the speeds he was after, he needed 12-to-1 length-to-beam ratios in the hulls. A consequence of that choice is that you can’t then add all the weight of the luxury items you’d find on a typical production catamaran. Narrow hulls lack the buoyancy to carry heavy equipment or big tankage. Unlike similar-size models from high-production builders, the MC 38 isn’t intended to sleep more than five people; there’s just one marine head fitted in one of the hulls; and propulsion is not from twin diesels but from a pair of 9.9hp outboard motors. The galley stove has three burners but no oven. Cabin spaces are ­separated by drapes, not doors.

The construction of the hull and deck is different from that of the high-­production cat builders too. Typically, builders achieve complex curves in sandwich construction by using core that’s scored in slices called kerfs. When you bend a panel of scored foam, the kerfs open up; in the final composite part, the kerfs fill with resin. In a technique Vermeulen saw at Maine builders Hodgdon Yachts and Lyman-Morse, then developed with Gurit Composites, his team “thermoforms” Core-Cell foam in the shape of the final hull; this is unsliced foam, with no kerfs. His team heats the Core-Cell to 165 degrees Fahrenheit in an infrared oven, then infuses the fiberglass and core with vinylester resin. The result is a uniform part, with uniform physical properties. And the weight? “It’s ridiculous,” Vermeulen said. “When we built the first 38 hull, with three bulkheads in it, but 38 feet long, 6 feet wide and 6 feet of depth, it weighed 426 pounds. I could lift the hull out of the cradles.”

“It takes us a little longer to build hulls,” Vermeulen said, “but it’s just bomber.”

The boat we sailed was in charter service, managed by Abaco Multihull Charters based in Hope Town. It was fitted with good-quality cruising sails, but no screacher or full-on performance sails. Our reaching speeds were typically in the 9- and 10-knot range. We put the first reef in at 20 knots; second reef at 25. It tacked easily with both main and roller-furling headsail and both daggerboards down, but struggled to tack under main alone, as most cats will.

Motoring out of Hope Town Harbor into 25 knots and a steep 3-foot chop at 80 percent throttle with the twin 9.9 horsepower outboards, we made just over 3 knots of boat speed and heard the motors cavitate on every third wave or so. In those conditions, the boat felt underpowered. By contrast, in flat water we easily achieved motoring speeds of 6 and 7 knots.

“You probably know the little auxiliary engines on the MC 38 are by design,” Vermeulen said when I described our experience. “When I hear that sailors on other boats are under power 50 percent of the time, I cringe. If I make the engines small enough, MC 38 owners are going to sail all the time. With a screacher or code zero, the MC 38 will sail at 5 knots in 5 knots of true wind. Who needs motors except to dock or drop the hook? The way sailing should be!”

The experience I most enjoyed on the MC 38 was going forward under sail onto the trampolines as we reached past Tahiti Beach under double-reefed main. I lay face-down and watched the hulls move through uncommonly disturbed water. The 38’s leeward hull didn’t dig in; the windward hull didn’t lift out. No wave ever slammed the bridgedeck. The steep chop seldom even reached the longitudinal chine 12 inches above the waterline on each hull.

The Maine Cat 38 is a boat that positively dances through the waves.

CW editor-at-large Tim Murphy is a longtime Boat of the Year judge.

The post Maine Cat 38 Catamaran Review appeared first on Cruising World.

Inspiration is not always intuitive. The first model in the seventh (and latest) generation of Beneteau’s Oceanis cruising yachts, the new 51.1, owes its distinctive hull form not to the world of luxury sailboats but to an all-carbon, hard-chined rocket ship, the Juan Kouyoumdjian-designed Rambler 88. The result is a distinctive, and I think good-looking, change to a product line that’s now entering its third decade. But while Rambler in race mode is a stripped-out shell that requires a full squad of race-hardened deck apes to sail, the creature comforts abound on the 51.1, from its plumb bow to the push-button fold-down swim-platform transom, and by design, it’s a sailboat that’s meant to be cruised by a couple, with occasional friends and family. Several seasons ago, Beneteau reintroduced chines as a design element, originally in its First line of racer-cruisers, then in several Sense models and more recently in the Oceanis range. The hard-edge look, quickly adopted by a host of other builders, is credited with providing (in varying degrees, depending on whom you talk to) style, form stability and interior volume.

With the 51.1, Beneteau general manager Gianguido Girotti and the designers at Berret Racoupeau have taken the whole chines concept to an extreme — on the 51.1, they literally run from bow to stern — an idea, Girotti says, that came from observing the lines of Rambler, arguably one of the fastest boats in the world.

In theory, carrying the chines the length of the hull allows for a fine entry, decreased wetted surface and greater buoyancy, which translates into a faster and more powerful hull form in the case of Rambler, and not by coincidence, more interior space for luxury living in the 51.1.

This is a big boat. The cockpit is the equivalent of what you might find on a 55-footer, says Girotti, and down below, well, just take note that in the forward cabin, besides the separate head and shower compartments and a pair of hanging lockers, the island queen berth has room to walk on either side of it and port and starboard nightstands and couches too!

Stepping aboard to have a look, the first question that came to mind was “How will this boat sail?” It turns out the 51.1 moves along quite well.

In a little more than 10 knots of breeze, the speed on the GPS read 7.4 knots upwind under main and 90 percent self-tacking jib. And it held that pace when we bore off to a reach and rolled out a code zero set on the boat’s composite bowsprit.

“Twin rudder, spins quite fast,” I jotted in my notes as I tacked the boat back and forth a couple of times without lifting even a finger to adjust either the main or jib sheets, both of which were led to winches near the twin wheels.

If I had to gripe about something, it would be the full bimini that covered the cockpit and made it difficult to see the sails, particularly the main. There’s an obvious solution, of course, which would be just to take it down.

The 51.1 comes standard with in-mast furling, the aforementioned self-tacking headsail and a 7-foot-7-inch iron keel. From there, there are options for a 105 percent genoa, code zero, asymmetric spinnaker, shoal keel (6 feet 1 inch) or a Performance package that adds about 5 feet to the standard 70-foot-1-inch mast and includes a deep iron keel (9 feet 2 inches) with a lead bulb.

Beneteau vacuum-­infuses its hulls, which, like the decks, are balsa-cored. A layer of vinylester resin protects the hull from blistering. The boat can be ordered either with a German-style ­double-ended mainsheet system, as on the boat we sailed, or with a cockpit arch on which blocks for the mainsheet are mounted. I’d opt for the former, which gives you better control over sail shape.

For the record, a base boat sells for right around $600,000, but a long list of options — including up to five cabins and three heads, not to mention finishes, fabrics, teak decking, air conditioning and Dock & Go rotating saildrive package — can add considerably to the bill. The boat we sailed carried a price tag of $630,000. It was powered with the optional 110 hp Yanmar, with shaft drive. An 80 hp Yanmar and saildrive are standard.

Wide side decks on the 51.1 are appreciated when moving about. Lower stays are brought inside to the cabin top and outers attach to the hull, which means you don’t have to wiggle around either when heading forward. In the cockpit, there are large cushioned lounging areas to either side of the companionway that would make fine berths with the dodger up at night, or sun beds with it down during the day. I found the cockpit seats to be quite comfortable thanks to the cushioned coamings. They flank a sizable drop-leaf table that has a fridge beneath it forward and room for a life raft in a compartment aft.

Like other recent Beneteaus, the companionway below is more like a staircase, with good handrails to either side. The boat we sailed was fitted with two aft cabins, each with hanging lockers and their own head and shower.

A well-equipped galley is forward to port, followed by what the builder calls the “owners area” — essentially a combination nav station and desk with an interesting seat that morphs into an athwartships recliner. Opposite all of this is a gigantic table surrounded by U-shaped seating that, all told, will seat 14.

The boat shown last fall at the U.S. Sailboat Show in Annapolis, Maryland, had brushed-oak woodwork offset by white fabric-covered panels. Ports in the hull and cabin top let in loads of light, and overhead hatches promised good ventilation in the owners cabin and saloon.

Abovedecks and below, the 51.1 offers multiple spaces for enjoying days and nights on the water, which is right in line with all the other models in the time-tested Oceanis range.

Specifications
Beneteau 51.1

Beneteau
410-990-0270
beneteau.com

Sea Trial

The post Beneteau 51.1 Boat Review appeared first on Cruising World.

There’s something very French about no-nonsense aluminum cruising boats, perhaps because the vast majority of them are built in France. The very best examples are rugged yet refined, handsome yet utilitarian, and are equally at home either crossing the open ocean or tucked into a secluded cove. When you come across a bare brushed-aluminum hull in a distant anchorage, you just sense that the sailors on board will have an adventurous tale to tell.

At least that’s my impression. And when I first inspected the new Allures 45.9 at last fall’s U.S. Sailboat Show in Annapolis, Maryland — yet another offering with a ­decidedly French pedigree, starting with its prolific Gallic designer, ­Olivier Racoupeau — nothing about the yacht’s purposeful lines or inviting interior dissuaded me from that opinion. For long-range cruising, inside and out, the Allures represents the best of two worlds. It really fits my definition of a bluewater cruiser.

With an extended bowsprit ­forward (for flying off-wind sails and housing the ground tackle, which consists of an optional self-­launching Rocna anchor) and a nifty arch aft (perfect for antennas, a wind generator and solar panels, while doubling as dinghy davits), the Allures 45.9 is clean and functional at both ends. In between, there’s no lack of spiffy features and attention to detail.

Working from the bow aft, the double-spreader deck-stepped mast features a Solent rig with a pair of headsails, both on furlers. A copious sail locker is fitted with a crash bulkhead. The faux-teak deck is a ­product called Marinedeck, a good-looking cork-and-resin composite that doubles as excellent ­nonskid. There’s a solid vang on the boom that also features a Walder boom brake, which tames the spar when jibing. A pair of safety rails at the mast are properly sized and spaced, and provide plenty of support when working forward. The traveler is stationed on deck just forward of the generous dodger.

The cockpit is very cool. The companionway includes a two-piece acrylic slat that disappears into the deck when not in use. The color-­coded vang, mainsheet and reefing lines are led to a suite of winches and clutches to port and starboard on the coachroof. The port locker also houses an opening hatch to the technical room down below; aft of the starboard locker is a nifty nook for stowing the dinghy outboard. The twin helms, affixed to a pair of ­rudders, are within easy reach of a pedestal just forward of the wheels that control the headsail sheets via a set of Lewmar winches. The walk-through transom leads to a built-in swimming/boarding platform. The underbody of the boat we inspected had the standard skeg/centerboard configuration, though a ballasted swing keel is also an option.

Down below, there are three accommodations layouts from which to choose (basically, you can go with two or three cabins, and one or two heads). Our test boat was a two-cabin model with a large single head to port of the companionway. Aft of the head was the aforementioned technical room (you could also opt for bunk beds instead), which was really terrific. It’s a place to work and store tools that are going to get oily and messy while separating them from the ­other ­living spaces. The generator ­also lives there, and there’s even room for a washing machine should you so desire.

Stepping down below, you are greeted by an interior ­layout that belies the workmanlike appearance of the robust topside. In other words, it doesn’t look like an ­expedition boat but rather a contemporary cruising boat with accouterments that wouldn’t feel out of place on a modern, French production model from builders such as ­Beneteau, Jeanneau or Dufour.

In the main saloon, to port is the straight-line galley; the back of a long, amidships settee provides support for the cook when working at sea. To starboard is a raised navigation station (something you see less and less of on new boats) with seats both fore and aft of it. A large L-shaped settee is forward of the nav table, with a drop-down table that allows for a giant double berth in its lowered position. All three versions include a luxurious forward stateroom, with or without an adjacent head.

The construction of the ­Allures 45.9 is straightforward: The hull and transom are welded aluminum, while the deck and coachroof are fiberglass with a foam core. Down below, for sound and weather insulation, the hull is insulated foam with neoprene.

We sailed the boat in ­rather disappointing conditions on Chesapeake Bay, with winds that hovered in the 5-knot range. Surprisingly, even in the light airs, the Allures ghosted along at better than 3 knots. The centerboard is a neat feature because it provides a bite to windward when lowered but can also be raised when reaching or running off the breeze. And, of course, it allows access to shallow anchorages that are out of bounds to other boats of this size.

The Allures 45.9 is imported into the U.S. market through a sole distributor, Swiftsure Yachts, based in Seattle. But the sales reps at Swiftsure say most new owners take delivery of the boat in France, cruise the canals and coastline, then sail across the English Channel to Great Britain, where it can be loaded on a ship to cross the Atlantic in less than a week.

That sounds like a pretty good plan to me. Though, of course, you could also opt to sail the boat home as well. The Allures 45.9 can handle whatever comes its way with style and aplomb.

Specifications:

Allures Yachting
206-378-1110
swiftsureyachts.com

The post Allures 45.9 Boat Review appeared first on Cruising World.

Perhaps because I spend the majority of my time living aboard a sailboat in New England, I enjoy a warm and bright cabin where I can retreat on a cold, gray day. And since most of my sailing takes place with just a couple of us aboard, I appreciate boats that are easy to tack and handle but still spirited when the breeze is on. After visiting the Hallberg-Rassy 412 with our Boat of the Year judges during last year’s U.S. Sailboat Show in Annapolis, Maryland, I was able to check off both those boxes, and then some. On the day of our dockside visit, there was a nasty rain falling, so it could have been steamy and uncomfortable with several of us down below and the hatches closed tight against the weather. Instead, thanks to a pair of cabin-top vents, fresh air circulated through the saloon, and light poured in from an overhead fore-and-aft-opening hatch and ports in the cabin sides and hull. “Great ventilation. I starred this one,” noted BOTY judge Bill Bolin. And later, when we went sailing? Let’s just say there was a good-natured fight over who got to drive. In a decent breeze of 10 to 11 knots, the 412’s powerful main and slightly overlapping jib sent us skipping upwind closehauled at 7.3 knots. I like to sit to leeward when steering, and I found my perch quite comfortable, and better yet, the double-ended mainsheet was at my fingertips on either tack. Coming about singlehanded was not a problem either, with winches for the jib sheets within reach, and I found sight lines forward and across the cabin top to be quite good. I must say, after sailing mostly twin-helm boats with relatively small wheels on recent sea trials, it was a nice change of pace to have a large-diameter helm that responded instantly to fingertip pressure. A rudder post set in a pair of self-aligning bearings helped too.

After relinquishing the wheel (reluctantly) I moved forward in the cockpit and found a seat behind HR’s trademark fixed windscreen and against the tall coamings. I could have stayed there all day.

Hallberg-Rassy is known for building solid boats. Hulls are hand laid, using a vinylester barrier coat, and cored with Divinycell from the waterline up, which also acts as insulation against heat and cold. Underway, it’s remarkably quiet down below, something those off watch will appreciate on passages of any length. Solid glass is used below the waterline and anywhere hardware is mounted. Longitudinal beams further stiffen the hull.

The decks and cabin top are a composite sandwich, and the deck and interior bulkheads are tabbed and laminated in place before wiring, hoses, tanks, engine or furniture are installed. This adds hours to the build time, but it guarantees strength and access to all components should repairs be needed.

Deck hardware on the 412 is top-notch. A heavy-duty two-anchor roller sits on the bow. On the boat we sailed, one anchor channel was taken up by a removable stainless sprit for flying off-the-wind sails. A stainless plate protects the teak deck from being damaged by the anchor chain that drops from a below-deck Lewmar windlass into a deep locker below. Windlass controls are found both on the bow and at the helm.

Mast, boom and rigid vang are from Seldén, as is the below-deck Furlex jib furler. The boat we sailed had upgraded Elvström Epex membrane sails, and they were lovely. All this comes at a price, of course. A base boat sells for just over $500,000, while the boat we sailed, including electronics, air conditioning and a retractable bow thruster, carried a price tag of about $600,000. Still, Bolin noted, each buyer judges value differently.

The 412 was designed by Germán Frers, and is the largest aft-cockpit model the company builds. From there up to the HR 64, the boats are only offered with a center cockpit and come with an owners cabin aft. On this boat, three basic interiors are offered. Standard layout is with a guest cabin aft to port, an en suite owners cabin ­forward and a second head to starboard at the foot of the companionway with a separate shower. This provides for an ample storage locker aft of the head, accessible from the cockpit above. Two aft cabins are also available, and an owner has a choice in the saloon of having a settee to starboard or a pair of captain chairs. In either case, a drop-leaf table and L-shaped couch are opposite, to port. If I were choosing, I’d go with the settee version because the seat back folds up and out of the way to make a wide, ­comfortable sea berth.

The L-shaped galley is well-stocked and located at the foot of the companionway to port. A top-loading fridge and gimbaled stove and oven are outboard; a double sink, drawers and an optional freezer face forward. Across is a full-size chart desk.

When standing below, surrounded by mahogany woodwork, the craftsmanship from the HR yard stands out.

“Going down below,” said judge Tim Murphy, “it’s as lovely as it ever was.” Noting the ample handholds found at every turn, he added, “The fiddles are just these beautiful sort of rounded shape that’s perfect for your hand. It looks great and feels great. Very nice.”

Indeed, as we collected our bags and gear at the end of our test sail, I couldn’t help but think the 412 would be the boat to be on, anchored in some pine-fringed cove, on a blustery fall New England afternoon. It would feel just like home.

Hallberg-Rassy 412 Specifications

Hallberg-Rassy
410-867-9022
hallberg-rassy.com

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Whether it’s simplicity to rig, ease of trailering or a manageable size that you’re looking for, these small sailboats are perfect for the cruising enthusiast who wants the thrill of the sea without the commitment of a 30-footer. And some of these sailboats come with cabins. This roundup of the best daysailers goes to show that sometimes big things come in small packages.

Marblehead 22 Daysailer

Traditional-looking above the waterline and modern beneath, the cold-molded hull sports a deep bulb keel and a Hall Spars carbon-fiber mast with a wishbone rig and square-top main. The 11-foot-9-inch cockpit can seat a crowd, and a small cuddy forward will let you stow your friends’ gear for the day.

Catalina 22 Sport

Recently, the company introduced the Catalina 22 Sport, an updated design that can compete with the older 22s. The boat features a retractable lead keel; a cabin that can sleep four, with a forward hatch for ventilation; and a fractional rig with a mainsail and a roller-furling jib. Lifelines, a swim ladder, and an engine are options, as are cloth cushions; vinyl cushions are standard. The large cockpit will seat a crowd or let a mom-and-pop crew stretch out and enjoy their sail.

Hunter 22

With its cuddy cabin, twin bunks, optional electrical system, opening screened ports, and portable toilet, a parent and child or a couple could comfortably slip away for an overnight or weekend. Add in the optional performance package, which includes an asymmetric spinnaker, a pole, and a mainsheet traveler, and you could be off to the races. The boat features a laminated fiberglass hull and deck, molded-in nonskid, and a hydraulic lifting centerboard. Mount a small outboard on the stern bracket, and you’re set to go.

West Wight Potter P 19

First launched in 1971, this is a line of boats that’s attracted a true following among trailer-sailors. The P 19’s fully retractable keel means that you can pull up just about anywhere and go exploring. Closed-cell foam fore and aft makes the boat unsinkable, and thanks to its hard chine, the boat is reportedly quite stable under way.

Montgomery 17

With a keel and centerboard, the boat draws just under 2 feet with the board up and can be easily beached when you’re gunkholing. In the cuddy cabin you’ll find sitting headroom, a pair of bunks, a portable toilet, optional shore and DC power, and an impressive amount of storage space. The deck-stepped mast can be easily raised using a four-part tackle. The builder reports taking his own boat on trips across the Golfo de California and on visits to California’s coastal islands. Montgomery makes 15-foot and 23-foot models, as well.

Catalina 16.5

With the fiberglass board up, the 17-foot-2-inch boat draws just 5 inches of water; with the board down, the 4-foot-5-inch draft suggests good windward performance. Hull and deck are hand-laminated fiberglass. The roomy cockpit is self-bailing, and the bow harbors a good-sized storage area with a waterproof hatch.

Hobie 16

The company has introduced many other multihulls since, but more than 100,000 of the 16s have been launched, a remarkable figure. The Hobie’s asymmetric fiberglass-and-foam hulls eliminate the need for daggerboards, and with its kick-up rudders, the 16 can be sailed right up to the beach. Its large trampoline offers lots of space to move about or a good place to plant one’s feet when hanging off the double trapezes with a hull flying. The boat comes with a main and a jib; a spinnaker, douse kit, trailer, and beach dolly are optional features.

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What is a pocket cruiser? It’s a small trailerable sailboat, typically under 30 feet in length, that’s ideal for cruising big lakes, bays, coastal ocean waters, and occasionally bluewater cruising. Pocket cruisers are usually more affordable, compact, and offer a level of comfort that’s comparable to bigger liveaboards.

Small cruising sailboats are appealing for many reasons, but if you’re like most of us, you want to maintain a certain level of comfort while on the water. We took a poll and these are what we found to be the best cruising sailboats under 30 feet.

Andrews 28

Open and airy below deck, the Andrews 28 doesn’t sacrifice comfort for speed. Designed by Alan Andrews, the Southern California naval architect renowned for his light, fast raceboats, this 28-footer will certainly appeal to the cruiser who also enjoys a little club racing. Sporting a total of 6 berths, a galley, head and nav area, you might forget you are on a boat small enough to be easily trailered. The retractable keel allows the Andrews 28 to be easily launched and hauled and ensures it’s as comfortable as a daysailer as it is a racer. Click here to read more about the Andrews28.

Beneteau First 20

Small sailboat with a cabin? Check! Fun to sail? Modern design? Capable of flying a spinnaker? Check! Check! Check! The Finot-Conq-designed Beneteau First 20, which replaced the popular Beneteau first 211 nearly a decade ago now, is a sporty-but-stable pocket cruiser suitable for newcomers to the sport who are eager to learn their chops before moving up to a bigger boat or for old salts looking to downsize to a trailerable design. The boat features twin rudders, a lifting keel, and a surprisingly roomy interior with bunks for four. Click here to read more about the Beneteau First 20.

Ranger 26

Conceived as a way to bridge the gap between a safe, comfortable, family cruiser and a competitive racer, Gary Mull’s Ranger 26 does exactly as it was designed to. Undeniably fast, (one won the 1970 IOR North American Half-Ton Cup) the boat sails as well as it looks. However speed isn’t the Ranger’s only strong-suit, with over 7 feet of cockpit there’s plenty of room for socializing after an evening of racing. The Ranger 26 sports a nice balance of freeboard and cabin height ensuring that a handsome profile wasn’t sacrificed for standing headroom. Click here to read more about the Ranger 26.

Nonsuch 30

Catboats were once a common site in coastal waters, where they sailed the shallow bays as fishing or work boats. Their large single and often gaff-rigged sail provided plenty of power, and a centerboard made them well-suited for the thin waters they frequently encountered. In the late 1970s, Canadian builder Hinterhoeller introduced the Nonsuch 30, a fiberglass variation of the catboat design, with a modern Marconi sail flown on a stayless mast, and a keel instead of a centerboard. The boat’s wide beam made room below for a spacious interior, and the design caught on quickly with cruising sailors looking for a small bluewater sailboat. Click here to read more about the Nonsuch 30.

Newport 27

Debuted in 1971 in California, the Newport 27 was an instant success on the local racing scene. For a modest 27-footer, the Newport 27 has an unusually spacious interrior with over 6 feet of standing headroom. With 4 berths, a table, nav station, head and galley the Newport 27 has all the amenities you might find in a much bigger boat, all in a compact package. While quick in light air, the drawback of the tiller steering becomes apparent with increasing breeze and weather helm often leading to shortening sail early. Click here to read more about the Newport 27.

Balboa 26

First splashed in 1969, the Balboa 26 continues to enjoy a strong following among budget-minded cruisers. Built sturdy and heavy, all of the boat’s stress points are reinforced. The spacious cockpit comfortably seats 4 and is self bailing, ensuring that sailors stay dry. While only 26 feet, the Balboa still has room for a double berth, galley with stove and freshwater pump, and an optional marine head or V-berth. The Balboa has the ability to sleep five, though the most comfortable number is two or three. Under sail, the Balboa is fast and maneuverable, but may prove a handful in heavy breeze as weather helm increases. Click here to read more about the Balboa 26.

Cape Dory 28

While the sleek lines and the teak accents of the Cape Dory 28 may grab the eye, it is the performance of the boat that make it unique. The Cape Dory comes with all amenities that you might need available, including a V-berth, 2 settees, and a head. Safe, sound and comfortable as a cruiser it is still capable of speed. Quick in light wind and sturdy and capable in heavy air, it is off the wind where the Cape Dory 28 shines with a balanced helm and the ability to cut through chop and still tack perfectly. Click here to read more about the Cape Dory 28.

Islander Bahama 28

On top of being a real eye-catcher, the Islander Bahama 28, with its 5-foot-6-inch draft and 3,300 pounds of ballast, sails beautifully, tracks well, and responds quickly to the helm. Inspired by the International Offshore Rule, it is unusually wide, offering stability in breeze without sacrificing the sheer and lines that make it so attractive. Below deck, the Islander Bahama 28 comes standard with plenty of berths and storage space and a galley complete with stove, icebox and sink. Click here to read more about the Islander Bahama 28.

S2 8.6

Much like its older sibling, the S2 8.6 still holds its contemporary style, despite its 1983 introduction. Like all other S2 Yachts, the 8.6 is recognized for the quality craftsmanship that allows the boat to hold up today.The S2 8.6 is a very comfortable and easily managed coastal cruiser and club racer. It’s relatively stiff, its helm feels balanced, and it tracks well. On most points of sail, it compares favorably with other boats of similar size and type. Click here to read more about the S2 8.6.

Contessa 26

When the Contessa 26 was released in 1965, it immediately proved itself to be a strong, seaworthy vessel. The Contessa has continued to prove itself throughout its lifetime, being the boat of choice for two solo circumnavigations under the age of 21. While upwind performance leaves some wanting, the boat is sturdy and can carry full sail in up to 20 knots of breeze. Suited more for single-handing, the Contessa lacks standing headroom and the accommodations are sparse. Nonetheless, the Contessa 26 performs well as a daysailer with guests aboard. Click here to read more about the Contessa 26.

Hunter 27

The Hunter 27 perfectly encompasses the pocket cruiser ideal. Even if you don’t want a big boat, you can still have big boat amenities. With the generously spacious layout, wheel steering and a walkthrough transom the Hunter feels much larger than 27 feet. Step below deck and any doubts you had that the Hunter was secretly a big boat will be gone. The amenities below are endless; a full galley including stove, microwave and cooler, head with full shower, several berths and not to mention a saloon with seating for 6. The Hunter 27 has reset the benchmark for 27-footers. Click here to read more about the Hunter 27.

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During the U.S. Sailboat Show in Annapolis, Maryland, last fall, I had the opportunity to check out four such boats, all catamarans. I was impressed by the thought that each builder put into improvements large and small, to enhance both under-way performance and liveaboard comfort.

Lipari 41 Evolution

The Lipari 41 Evolution by French manufacturer Fountaine Pajot builds upon the original Lipari, which was released in 2010, by focusing on livability. The most notable changes center around the galley and cockpit, and designers Joubert-Nivelt have packed impressive creature comforts and storage space into a cat with an LOA of just under 40 feet. Part of what makes cruising a cat special is the one-level living space between the cockpit and the saloon. The Evolution emphasizes this by making the doorway between the two larger, opening the galley directly to the cockpit for easy entertaining and adding a new sofa in the cockpit. The elevated helm seat, which can comfortably fit two, is integrated into the composite bimini and coachroof, creating a smooth line visually. Access to the boom has also been improved. “To me, the new Lipari 41 Evolution reflects the lines of the Hélia 44 and also benefits from the new, contemporary design of the range,” says Hélène de Fontainieu, director of marketing for Fountaine Pajot. “With the new cockpit and galley, the boat was very well received at both the Annapolis and Miami boat shows.”

Along with 360-degree views and larger opening hatches, the bright saloon features a large table that can seat eight and a new forward-facing chart table. The galley features new synthetic-resin countertops and an updated drawer-style refrigerator.

In the aft cabins, redesigned opening ports have improved the natural light and ventilation. The blond oak woodwork further enhances the bright look of both the saloon and the cabins. The Lipari 41 Evolution is offered in two versions: The Quatuor has four cabins and two heads, and would be well suited for family cruising or chartering. The Maestro turns the entire starboard hull into an owners cabin with en suite head, a queen-size bed and a desk; the port hull remains the same.

Maverick 440

Building on the successful (and still available) Maverick 400, the Maverick 440 uses the same hull mold as the 400, but the transoms are extended an additional 4 feet, providing room for spacious swim platforms, increased buoyancy aft and better boat speed.

Both the 400 and 440 are built in South Africa and are made for shorthanded bluewater cruising. They have wider hulls than you typically see on cats, which provide more interior volume and load-carrying capacity. Builders Rudi and Deslynn Pretorius intend the Mavericks to be go-anywhere boats for couples who don’t want to sacrifice any of the comforts of home. An interesting feature on the 440 is the extra berth area in the saloon, forward of the dinette. I thought it would serve as a great bunk for night watches or as a place for kids to hang out. “I am extremely happy with the outcome of the 440,” says Rudi Pretorius. “The extra area on the transom allows so much more space, usability and safety. The sailing performance has increased by almost a knot, and the motion is much smoother with less hobby-horsing. We are currently building the fifth Maverick 440.”

When drawing the original Maverick 400, designer Phil Southwell set out to improve the interior flow and space found on most cats, while keeping the boat a manageable size for two people. Since the boat is designed for a couple, the Maverick 440 has a standard three-cabin layout with a sizable master stateroom and en suite head to starboard, and two guest cabins and a midship head to port. As a semi-custom builder, Maverick will also work with owners to fit out the boat with the layout and materials of their choice.

Nautitech 442

Both the Nautitech 442 and its sister ship, the 441, evolved from the successful Nautitech 44. Designed by Marc Lombard and built in Rochefort, France, the 442 features dual helms that are outboard and aft, offering excellent visibility forward and steering redundancy (the 441 has a single, elevated helm at the aft bulkhead). A theme I’ve noticed over the past few years on both multihulls and monohulls is better integration of indoor and outdoor spaces aboard. On the 442, the new, larger portholes give the exterior a more modern look in addition to providing more light in the hulls. An improved sliding door enhances access between the saloon and cockpit.

Nautitech uses a resin-infused sandwich hull construction above the waterline and solid laminate below, resulting in a stiff, well-insulated hull. Furniture and hull stringers are also foam cored, further increasing weight savings.

For long-term cruising, the coachroof is an excellent place for a solar array, and it also has a clever rainwater catchment system — the roof is slightly curved and water is channeled into a designated 400-liter tank that also incorporates an automatic or manual salinity tester.

Seawind 1000XL2

Why start from scratch when you have a good thing going? The Seawind 1000 was originally launched in 1994 and had a very successful run. In 2008, the company debuted the 1000XL, which extended the transoms a little over 2½ feet, improving performance and stability. The latest transformation of this popular cat is the 1000XL2, and it packs in a host of upgrades.

Seawind, an Australian company, acquired the performance trimaran builder Corsair Marine in 2010, and the 1000XL2 is produced in Corsair’s factory in Vietnam. This facility uses vacuum-bag technology during layup, which, compared with the 1000XL, shaved 1,100 pounds from the displacement. The fiberglass finish work is also improved. “With the merger of Seawind and Corsair and the boats now being built in Corsair’s factory, the processes used in keeping the trimarans lightweight over the years have been transferred to the catamaran production line,” says Kurt Jerman, president of West Coast Multihulls, a U.S. distributor for Seawind Catamarans.

The new extended hardtop bimini provides better shade for both the helm and the interior. “One of the most visible changes with the XL2 is the hardtop extension. It allows the owner to walk the full length of the boom and easily deal with the mainsail cover, which is easy to unzip to get going and then zip up at the end of the day,” says Jerman. “The fully battened mainsail with ball-bearing cars on the mast makes for a really nice system when handling the main.”

Shorthanded crews will also appreciate the new push-button controls for the electric tilt on the outboards, and an improved electronics console that is easily visible from the helm and made especially for Raymarine’s new eSeries instruments.

The 1000XL2 also has upgrades in the saloon, including a new hardwood folding table that can be lowered to make up an additional bunk, and a clever sliding hatch over the galley, in the starboard hull. The opening increases ventilation and provides a convenient pass-through for galley items heading to the saloon table. In the galley, you’ll also find new cabinetry and an updated range.

Manufacturers:

Fountaine Pajot, www.fountaine-pajot.com

Maverick Yachts, www.maverickyachts.co.za

Nautitech Catamarans, www.nautitech.fr

Seawind Catamarans, www.seawindcats.com

Jen Brett is CW’s associate editor. This article first appeared in Cruising World, June 2014.

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