Cruising, racing, daysailing, chartering: Every sailboat is built to meet a need. But in the course of inspecting and sailing some 20-odd vessels during and after the U.S. Sailboat Show in Annapolis, Maryland, each fall, CW’s Boat of the Year judges sometimes have to rely on the builder to make that intent clear.

Not so with the new Hylas 48. From its solid stainless-steel stem fitting and double anchor rollers to a versatile cutter rig, hip-high life lines and robust emergency- steering system, not one of the judges doubted that this was intended to be a long-legged, bluewater voyager.

They were so certain, in fact, they named the Hylas 48 the Best Full-Size Cruiser Under 48 Feet. In being so recognized, the newest yacht from Taiwan’s Queen Long Marine joins a number of its siblings that have received similar accolades over the three generations the family-owned yard has been in operation.

“I’ve always been amazed at how well this boatyard does,” said veteran BOTY technical judge Ed Sherman. “This is a situation where we’ve got an experienced Taiwanese workforce, and they’re artisans. They take what they do seriously, and they do a very good job.”

Sherman’s colleague, judge Alvah Simon, ticked off the reasons he thought the 48 rose to the top of the fleet: “The flow on deck was good, the nonskid was good, the pushpit and pulpit were just excellent. The stanchions were outboard of the toe rail. The vents and hatches were just incredible. I can’t imagine the cost in the stainless-steel work. Lots of good ventilation. Cleats were good. Lifelines were very good.” Simon even praised the size and location of the manual bilge pumps, in close proximity to the helm.

Though the Bill Dixon-designed H48 is somewhat a departure from the builder’s longtime collaboration with Germán Frers, the boat still has the look and feel of a Hylas, with its center-cockpit deck layout and sugar-scoop transom with steps for boarding from the dinghy.

There is a long traveler just aft of the cockpit, mounted on the aft cabin’s roof. And forward, the cutter rig provides a self-tacking jib for upwind work and a genoa that’s mounted forward of it for light-air conditions or when off the wind. Headsail furlers and the in-mast furler for the main are all electric and operated by switches at the wheel.

Underway on Chesapeake Bay, the Hylas definitely had the feel of a heavier displacement cruiser. In 8 or so knots of breeze, we tacked upwind at a not-too-shabby 5.7 knots — I should mention that the Mamba rod steering delighted the fingertips. Bearing off, the speed dipped slightly with just the jib set but bounced back when we rolled out the genny.

It was the boat’s motion, though, that really caught everyone’s attention. “It felt very stiff — in a good way,” noted judge Tim Murphy. “When we were coming down the Severn River, there were powerboats loading in for the next boat show, doing testing and whatnot, and this was kind of an old-school cruising boat feeling when you’d come through those wakes. She just really powered through.”

The H48’s hull is hand-laid, solid fiberglass, with vinylester resin and Isophthalic gelcoat. Below the water line, there are two layers of epoxy barrier coat to prevent blisters. The deck, also hand-laid, is balsa cored. Watertight bulkheads are located at both the bow and stern to enclose the interior in case of a collision.

The boat’s deck-saloon interior is stunning. Wraparound windows in the coachroof provide lots of daylight and a panoramic view. The white composite cabin top and ceiling sits atop rich teak cabinetry, bulkheads and furniture, and the teak-and-holly sole radiates warmth. Deep fiddles line the counters, and all edges and corners are rounded — as they should be.

The boat’s layout is fairly traditional for a center cockpit. A large dining table dominates the saloon, with U-shaped seating to port and a cushioned bench on the centerline. A curved settee is opposite, flanked by a cabinet forward and the nav station and electrical panel aft, near the foot of the companionway. The sole is raised, which both helps the view when seated and allows for tankage and machinery down low in the hull, where it belongs.

To port of the steps, the galley takes up both sides of the passageway leading to the aft cabin. Counter space abounds, as does storage, both under and outboard. The fridge and freezer are top and front opening, and they are located adjacent to the three-burner propane stove and oven.

To port, a walk-through head and shower also leads to the aft cabin, a cozy compartment that any owner should be pleased to call home. An island queen berth sits on a slightly raised sole. In the daytime, light pours in through overhead opening hatches and ports located to either side and behind the bed.

There are two more cabins forward of the saloon, plus a second generously sized head and shower to starboard. To port, there are double bunks for kids or crew; forward, the guest cabin also has an island queen berth.

On deck, the step in and out of the cockpit is a big one, but the Bimini top’s robust frame provides a good handhold, and once inside, there’s not a pressing need to leave.

Sail controls all lead to electric Antal winches adjacent to the wheel, and as mentioned earlier, reefing of sails is a push-button affair, as is operation of the bow thruster. Thick seat and back cushions line the seating area, and the tall coamings provide plenty of support for any crew intent on sitting back and enjoying the ride.

All the comfort and convenience has a cost, of course. The price tag for the H48 starts at right around $730,000; the boat we sailed runs closer to $850,000. Still, I’ll let Simon put that into perspective: “I see real value in this boat because it’s solidly put together. It’s a very elegant-looking boat, and for a couple that wants that kind of bluewater cruiser, I think they’re in for a sweet ride.”

Me too.

Mark Pillsbury is CW‘s editor.

Hylas 48 Specifications

Hylas Yachts
786-497-1882
hylasyachts.com

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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

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Jeanneau Yachts has been in operation for over 50 years, and they’ve been building models in their popular Sun Odyssey line for over two decades. Like all production boatbuilders, and especially the older, long-­established ones, they refresh yachts in various size ranges at fairly regular intervals in time to reflect changes in taste and technology, and to keep attracting new buyers. Over the years, Jeanneau has built at least seven or eight iterations of their 40-foot offering, so it’s only fair to ask, how different can each successive version be?

The answer, stated emphatically with their new Sun Odyssey 410, is that an evolved, inspired design can be incredibly unique and atypical of everything that preceded it.

The 410 is the third in a trio of new models — the 440 and the 490 are the others — in what the company is calling its Walk-Around series, with easy access from the cockpit to the coach roof via a sloping, outboard side deck that bridges the two. It’s an ingenious arrangement that we’ve fully endorsed, naming the 490 our 2019 Import Boat of the Year and the 410 the year’s Best Midsize Cruiser Over 38 Feet. However, the 410 is the first to be designed by Marc Lombard, with assistance from Jean-Marc Platon (the other pair is from the board of Philippe Briand).

Lombard was clearly obliged to incorporate the side-deck arrangement, but otherwise was free to put his own stamp on the yacht.

Aesthetically, and also from a performance perspective, the most obvious departure from its sister-ships is the 410’s wave-piercing bow that rakes aft from the waterline ever so subtly and even clears the drink by a few inches at its leading edge. The idea is to reduce drag, and coupled with a hard chine that runs nearly the length of the yacht, to promote stability and speed. Lombard wants you to sail fast but not at the cost of excessive heeling. Yes, sailing is meant to be quick and spirited, but it’s not supposed to terrify your family or friends. We can relate.

The 410, which has a base price of $275,000, boasts a no-nonsense profile. The integrated bowsprit looks sporty and is also functional, housing the ground tackle and serving as the tack point for a code-­zero furler or an asymmetric kite. The gooseneck for the boom, part of the high-aspect rig, is lower than you’d expect in the style of the shorthanded Open 60 race boats where Lombard made his name. Three hull windows to each side break up the relatively tall expanse of the hull’s topsides and even the proportions with the low-slung coach roof — as well as providing cool visuals from down below. A boarding station and swim platform is integrated into the drop-down transom when in the lowered position. While there’s nothing traditional about its mien, I find it quite interesting and fetching.

Down below, there’s been a concerted effort to keep the weight low and centered, with regards to tankage, manifolds, storage and so forth; they’re not kidding about the stability thing. You can order a boat with two or three cabins, or opt for a large technical room aft to port like the layout on our test boat, which I felt was a strong feature. The generous galley to port is just aft of a central daybed that is basically the signature element of the saloon, and another one I liked. Counting the long settee opposite, it’s nice that there’s room for a couple to have their own comfy space to stretch out with a good book when the hook’s down.

We tested the boat on a windy Chesapeake Bay afternoon, with northerly winds gusting into the low 20s, and the retractable bow thruster was very useful leaving the tight slip. A performance package with taller rig, better sails, a folding prop and so on is available, but we sailed the standard package and it was just fine. Upwind, with a reefed main and a couple turns on the furling jib, we managed just under 7 knots hard on the breeze and just over that number when we cracked off on a reach. There are twin wheels and dual rudders, and the steering could not have been sweeter. You just wanted to drive and drive some more.

So, yes, thumbs-up on the 410. For Jeanneau, this Sun Odyssey suggests there is something new under their sun.

Herb McCormick is CW’s executive editor.

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If Goldilocks were in the market for a cruising catamaran, I’d advise her to check out the new Seawind 1260. At 41 feet length overall, it’s big enough for a couple with kids or occasional friends aboard, small enough to be easily handled and maintained by a shorthanded crew — and it can sail, which to my mind makes it “just right,” as the storybook gal is known to say.

On a boisterous morning last winter after the Miami International Boat Show, I jumped aboard for a short sea trial on Biscayne Bay, just before the boat was due to cross the Gulf Stream to winter over in the Bahamas. In the protected waters of the bay, a northeast wind gusted to 20 and higher and sent the Seawind surging ahead with every puff. These were fine conditions for a test sail, but a lousy prospect for crossing the stream, although I learned later that the boat fared just fine.

With the full main ­hoisted and the self-tacking jib ­unfurled, we had no trouble pushing the speedo past 8 knots closehauled while the breeze was up. Later, with the wind down to about 14 knots, the speedo still hovered at a little better than 8 on a broad reach back toward the barn. Better than the speed, though, was the feel of the wheel as the boat sliced through the water. Sports car were the words that came to mind as I jotted down notes so I’d recall the feedback that came from the helm.

Seawind builds its catamarans in Vietnam, along with Corsair trimarans, a brand it also owns. The Seawind range includes the 38-foot 1160, the 1190 Sport (a 39-footer) and the 1600, a Reichel/Pugh-designed 52-footer that is its flagship.

The 1260, outfitted as the boat we sailed was, carries a price tag of $525,000, delivered to the United States with optional 39 hp Yanmar diesels (29 hp is standard). The boat shares many of the same attributes as its smaller siblings, notably a trifold hinged saloon door that lifts and is stored on the underside of the ­Bimini for true indoor/outdoor ­living; twin wheels affixed to the main bulkhead to either side of the door, just behind electric windows that lower to further open up the interior; large glass ports at the front of the saloon that open to provide excellent ventilation throughout the boat; and a galley-down design (more on that in a moment), which is somewhat of a rarity on cats these days.

Nearly all the structural parts of the 1260 are foam cored. Hulls are infused with vinylester-modified epoxy resin. Elsewhere, polyester resin is used in the deck, Bimini (made in a two-sided mold so both sides are finished), bulkheads, and interior cabin and furniture modules. Compared to earlier models, Seawind has removed as much wood as possible, and now it tabs in items such as shelving in hull lockers to increase the overall stiffness of the boat.

A hallmark of earlier ­Seawinds was a large stainless barbecue grill integrated into the railing and seat across the back of the cockpit. That has been replaced on the 1260 by a couch across the transom. On its port side, a grill has been located in a covered locker; to starboard, there’s a sink in a similar space.

At either helm, windows have been installed overhead in the Bimini, which is particularly appreciated when hoisting sail to avoid snarling the main’s full battens in the lazy jacks. Underway, the person steering can sit and be protected from wind, rain and sun while still having a 360-degree view, or can perch atop the hull with one hand on the wheel and enjoy the breeze and a clear view of the telltales.

Indoors, a U-shaped couch wraps around the front of the saloon and surrounds a transformerlike table that’s mounted on a gas shock so it can be easily raised for dining, lowered and turned sideways for entertaining, or dropped farther still to make a large berth.

The sides of the saloon slope outward, so the space above the hulls is open amidships. This benefits the galley, located in the center of the starboard hull. The cook has room to work but remains a member of the party; food can easily be passed up, or after-meal clutter down. The standard galley comes with a stand-up fridge and 180-liter top-loading ­freezer on the inboard composite counter, and a double sink and stove-top outboard (an oven is optional). Standing at the sink, the view out of the large port in the hull is spectacular.

There’s a guest cabin with a queen-size berth and head and shower compartment forward of the galley. Aft, there’s a smaller cabin with a double bunk. Access to the port engine is beneath it. If I were the owner, I’d seriously consider using this space as a workshop/catch-all area because I found storage overall to be at a bit of a premium.

The owners have the port hull to themselves. A large head and shower compartment are located aft, with access to the starboard engine through a door in the shower’s wall. An electrical panel and storage locker are amidships. Forward, there’s another great view through a hull port located at the foot of the athwartship queen bed.

With performance that’s usually expected only in the realm of cats with daggerboards, comfortable living accommodations and fine finishing touches like triple lifelines on deck, the 1260 is the result of a number of good compromises.

And, it can sail.

Mark Pillsbury is CW’s editor.

The post Seawind 1260 Catamaran 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

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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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Graced with white-sand beaches, swaying palms and shallow waters teeming with wildlife, Isla Saona would seem the perfect waypoint for a cruising catamaran — say, for instance, Fountaine Pajot’s new midsize model, which actually bears the same name as the popular destination that lies off the southeast tip of the Dominican Republic.

The Saona 47 was introduced last spring during the international multihull show in La Grande-Motte, France, and it completes the makeover of the Fountaine Pajot sailboat range that includes models from 40 to 67 feet, all named for exotic, sailor-inspiring landfalls. Like its siblings, the Saona was developed by Berret-­Racoupeau Yacht Design and FP’s in-house engineers, with interior styling by Isabelle Racoupeau. As a result, a distinctive look and feel — reverse sheer, flared-out hulls, stylish cabin top, and modern finish throughout — flow from one boat to the next.

Stepping aboard the Saona during the show, I was immediately taken with the light pouring into the saloon through wraparound windows, long overhead skylights and sliding glass panels that open onto the cockpit to bring the outdoors in. Later, under sail, I was equally impressed by the ease with which I could move around the boat, from transom to bow, up the three steps from the cockpit to the raised helm station to starboard, and up another three stairs to the lounging area atop the bimini, to port of the centerline. Better yet, the designers found a sensible way to provide headroom under the boom (63 inches) for those enjoying the view perched on the topside couch and sun cushions while keeping the gooseneck on the mast just 37 inches off the cabin top, so opening and closing the mainsail’s boom pouch doesn’t require the acrobatics needed on a lot of other cats.

On the day of our test sail, the breeze was light. Still, the Saona clicked along at 5.4 knots closehauled in about 7 to 8 knots of wind. The cat felt quite agile and the helm felt responsive for a boat that carries more than 25 feet of beam. As the breeze perked up to 11 or so knots and we fell off to a reach, the speedo jumped to 7.6 knots. For chartering, the Incidence main and slightly overlapping genoa (set on a Facnor roller furler) should provide ample horsepower for hopping along from anchorage to anchorage. For cruising, I’d definitely add a downwind sail to the mix and take advantage of the boat’s sprit.

The helm station, which can also be entered at deck level, is similar to the arrangement FP employs on the Helia 44 Evolution. The helmsman sits on a three-person bench, with the wheel and engine controls mounted just forward on a pedestal. There is a pass-through between the pedestal and the cabin top, where three winches (one’s electric to handle the halyard) and line-handling clutches are mounted. This lets the crew assist with sail trim but requires the skipper to step forward to reach the sheets — a maneuver I found easy enough to do without bothering to engage the autopilot, for minor adjustments at least.

Saonas are built in two configurations: a three-cabin Maestro private-owners model and a five-cabin charter layout.

In charter mode, the starboard hull has a fore-and-aft double bunk in the aft cabin and an athwartship berth forward, with en-suite heads and showers between. There is a single crew cabin in the bow. To port, a single-bunk cabin sits amidships, between two double cabins, all with athwartship berths and en-suite heads. The Maestro layout features an owners suite that takes up the entire port hull, with a double berth aft, desk and cabinetry amidships, and a head with a distinctive shower arrangement forward that’s set off from the toilet, sink and vanity by a fore-and-aft wall of glass. The starboard hull is laid out the same as for charter.

Topside, living takes place on a single level. There’s a forward-­facing couch across the transom, with a grill and cutting board at its starboard end. The teak dining table and seating for eight are to port; to starboard there’s a fridge and lounge chair built in under the helm seat, with storage space also available for a life raft. Hatches in the bimini open to draw in the breeze.

When sailing, an RIB can be stored on a teak-grated swim platform that’s raised and lowered hydraulically between the hulls.

Stepping into the saloon, the L-shaped galley has sinks and a counter aft, with two fridges under, and a corner-mounted convection oven and countertop range along the port side. Forward of the companionway, there’s a nav station with plenty of room for charts and excellent visibility for standing watch while protected from the elements.

An island counter amidships provides additional space to work or entertain. In the starboard forward corner of the saloon, a coffee table is surrounded by couches that would be my choice for a perch to catnap when off watch. The interior of the boat we sailed had gray countertops and upholstery that blended well with the light-oak woodwork and white fiberglass panels. Other options for both colors and woodwork are available.

FP infuses its foam-cored hulls and decks to control weight and add strength. Bulkheads are glued and glassed to the hulls. The bimini is also an infused-and-cored composite sandwich. The boat I visited was powered by a pair of 50 hp Volvos with saildrives (40 hp engines are standard) and had a Cummins Onan generator as an additional power source. The price for the Maestro version at the time of the show was $570,000; add another $12,000 for the charter model.

The Saona offers good visibility from the helm, multiple places to chat with friends or relax in the sun, comfortable accommodations and a clean and bright interior. I liked it, and I thought that if it were in the cards, it would make a fine craft on which to visit its tropical namesake.

Specifications:

Fountaine Pajot
+33 546 357 040
www.fountaine-pajot.com

Mark Pillsbury is CW’s editor.

The post Fountaine Pajot Saona 47 appeared first on Cruising World.

As far as test sails stack up, a ride on Elan Yachts’ new GT5 late one sunny morning this past spring proved memorable. First and foremost, of course, was the boat. The GT5 — GT stands for Grand Turismo — is the first in a new Rob Humphreys-designed range that melds the Slovenian builder’s race-tested performance hulls with all the creature comforts and space that a deck-saloon cruising layout can afford.

With twin wheels and rudders, and a sporty T-shaped keel that carries the weight where you need it most — down deep — the boat handled like a sports car on mountain roads. We started the day in relatively calm conditions. Still, in about 7 knots of breeze, we sailed upwind at 5 knots, and gained another couple on the speedo as the wind built to about 12 knots.

The venue for our sail was remarkable as well. On starboard tack, Croatia lay dead ahead; coming about to port, we could have easily reached Trieste, Italy, in time for a late lunch. Though Slovenians claim 26 or so miles of twisting coastline, either neighbor is just a short but lovely straight-line sail away.

Speaking of mountain roads, we began our day with a tour of Elan’s sprawling yard, nestled tight against the snow-covered Alps in the small rural town of Begunje na Gorenjskem. From there, we jumped in a car and drove a couple of hours to the Adriatic coast and Marina Portoroz, where the GT5 sat stern-to at the end of a busy dock, one of several located inside an impressive stone breakwater.

Our host, Matic Klemenc, marketing manager for Elan Yachts, nimbly leapt across the couple of feet of open water between quay and transom to lower (thankfully) the boat’s teak-covered swim platform so a colleague and I could easily step aboard. Our path led us between twin wheels aft, where all the sailhandling takes place, and forward into the main portion of the cockpit, where drop-leaf tables to either side kept the centerline free and open.

As Klemenc got the boat ready for departure, I took a tour below.

The four flat companionway steps lacked nonskid but were not steep and were easily negotiated when headed below. Once there, the height of the cabin house that at first blush had looked slightly out of scale from afar, provided an impressive amount of living space, a trade-off I’m willing to accept.

The boat’s natural teak woodwork and white ceiling gleamed in the light that poured in though the deck saloon’s tinted ports. They provide a 180-degree view forward and to the sides.

The 43-foot-3-inch GT5 shares a hull mold (thanks to a bolt-on extension) with Elan’s 39-foot-2-inch S5 and E5 models, both performance-­oriented sailboats. These hulls feature a plumb bow, fine entry and beam that flares amidships and is carried aft on pronounced hard chines that deliver stability and interior volume. To make the most of the space below, the team at Humphreys Yacht Design inverted the traditional saloon layout to position the galley forward against the main bulkhead. The result is entertaining and living space that takes full advantage of the boat’s 12-foot-8-inch beam.

The GT5’s interior comes in four layouts, with two or three cabins and one or two heads. The boat we sailed was, I thought, quite functional for a couple with occasional guests. In the visitors cabin, to port and aft of the companionway, a sprawling berth stretched inboard, over the engine compartment. To starboard of the stairs was the sole head and shower, with access to an enormous locker under the starboard cockpit settee. In the V-berth, the owners accommodations included a queen-size centerline berth with settees aft and to either side, followed by a pair of large hanging lockers.

A third guest cabin could replace the storage locker aft, and owners could give up the port locker and settee forward if they desired a private en suite head and shower.

Just aft of the main bulkhead sat the galley, where a cook could whip up meals and still be in on the action. There was a two-burner gimbaled Eno stove and oven to port, and nearby, with the flip of a switch, a microwave oven rose from an opening in the countertop. A large single sink and refrigeration was to starboard.

Moving aft, the dining table with a folding leaf and L-shaped settee occupied the port side of the saloon; a shorter settee with a nav station at its forward end sat opposite. With the table’s leaf folded closed, its support amidships provided an excellent and rugged handhold — a nice touch. For relaxing, or to accommodate guests, the table dropped to create another large berth. Numerous overhead hatches and side ports opened to let the breeze blow through.

More lounging space was available topside thanks to leaves on both cockpit tables that drop and open to turn the adjacent benches into sun beds. The cockpit itself was laid out with a shorthanded crew in mind. Sail control lines — sheets for the 107 percent genoa and conventional main included — were led under the deck to a pair of winches at each wheel (for the record, the helms were silky smooth thanks to Jefa steering). I found it easy to move from side to side and tack the boat myself. Though the cockpit coamings were tall, providing good back support, they were easy to step over when going forward.

A belowdecks furler kept the pointy end clean of clutter, and its drum appeared to be easily reachable in the deep anchor locker. The boat we tested came with an optional combination anchor roller and composite bowsprit for off-the-wind sails. The boat also carried a windlass, all items that most cruisers would want. Other possible options of interest to long-range sailors include increased tankage for water (from 66 to 140 gallons); fuel (50 to 124 gallons); and choice of engines: either a 40-horsepower Volvo or 45-horsepower Yanmar are standard, with upgrades to 50 and 57 horsepower, respectively. The boat I sailed had the 50-horsepower Volvo.

Elan infuses all of its hulls using multidirectional fiberglass, closed-cell foam core and vinylester resin. The GT5’s main bulkhead was also infused and laminated in place, as was the composite grid that carries rig, keel and engine loads.

All-in-all, I thought the GT5 delivered a lot of little luxuries for a boat that, relatively well equipped, you could sail away for about $350,000 here in the States (base price, delivered to the U.S., is $294,774). With the company actively building out its North American dealer network, and considering its many years of collaboration with Rob Humphreys, the new flagship from Elan is certainly worth a look if you’re in the market for a cruising boat that promises some get-up-and-go.

Specifications

LENGTH OVERALL: 43’3″ (13.18 m)
WATERLINE LENGTH: 40’6″ (12.34 m)
BEAM: 12’8″ (4.41 m)
DRAFT (STANDARD/SHOAL): 8’0″/6’5″ (2.45/1.96 m)
SAIL AREA (100%): 847 sq. ft. (78.7 sq. m)
BALLAST: 5,900 lb. (2,676 kg)
DISPLACEMENT: 17,800 lb. (8,074 kg)
BALLAST/DISPLACEMENT: 0.33
DISPLACEMENT/LENGTH: 120
SAIL AREA/DISPLACEMENT: 19.9
WATER: 66 gal. (250 l)
FUEL: 50 gal. (189 l)
HOLDING: 18 gal. per head (68 l)
MAST HEIGHT: 60’3″ (18.36 m)
ENGINE: 40 hp Volvo, 45 hp Yanmar
DESIGNER: Humphreys Yacht Design
PRICE: $294,774

Elan Yachts
+386-4-53-51-109
elan-yachts.com

– – –

Mark Pillsbury is CW’s editor.

The post Elan GT5 appeared first on Cruising World.

It doesn’t happen at every go-round, but occasionally, Cruising World ’s Boat of the Year judges are confronted with a sailboat that really can’t be compared to its peers but deserves top accolades nonetheless. At the U.S. Sailboat Show last fall, the Seawind 1190 Sport proved to be just such an entry, and so impressed the panel of experts with its execution and details that it was given the Judges’ Special Recognition Award.

Compared to the more plush full-on cruisers being considered in the Catamarans Under 50 Feet category, the 1190 was different by design, which became readily apparent when comparing displacement-­to-length ratios. Lighter boats are more easily driven and therefore theoretically more fun to sail. The 1190’s magic number was 136; the competition’s ranged from 171 to 191. Out on the water, even in a meager 3 knots that barely stirred a ripple, we managed to coax the speedo to 2.5 knots. “It really is a boat that moves,” noted judge Tim Murphy. Theorem proved.

The 1190 is modeled loosely along the lines of the Seawind 1160, itself a BOTY winner when it made its debut in 2007. Then, the boats were built in Australia. In the interim, Seawind owner and Aussie sailor Richard Ward purchased Corsair Marine and consolidated all manufacturing at that company’s Vietnam facility.

True to its name, the 1190 is intended to be sportier than its comfortable-cruising sibling. Carbon was used in the layup of its crossbeam and arch to add stiffness and reduce weight. Pounds were also saved by moving to fiber standing rigging, rather than wire, and replacing twin 30-horsepower Yanmars and saildrives with a couple of 20-horsepower outboards that can be tilted up while sailing to eliminate drag. Also contributing to hull slipperiness are daggerboards, used instead of stub keels. The net result is weight savings of about 1,300 pounds.

The 1190’s taller double-spreader rig carries a square-top main. A self-tending working jib is easily handled when tacking upwind; off the breeze, either a screecher or spinnaker can be set on the carbon-fiber sprit that comes standard with the boat. Twin wheels located to either side of the cockpit give the helmsman several options when driving: Sit outboard on the hull and enjoy the breeze, or duck under the bimini, out of the sun and weather, and take advantage of excellent sight lines forward through the removable tempered-glass windows that let lots of light pour into the saloon.

The saloon itself can be airy and open if Seawind’s trademark trifold door is lifted and stored under the cockpit bimini top, or it can be snug against the elements with the door down. Either way, the interior is laid out quite well for extended voyaging, with the galley down in the starboard hull and cabins fore and aft. To port, the owners cabin is forward with an athwartship bunk; aft is located the best head and shower we saw at the show (there’s an option to have a second head in the starboard hull). Throughout, construction appeared to be well-executed. The hull is resin-infused, with a foam core. The deck, also cored, is vacuum-bagged. Really, the judges’ only nit was that fuel hoses leading from the gasoline tank to the engine were not up to U.S. specs, a matter easily corrected either at the factory or by the dealer. Throughout, top-quality hardware from suppliers such as Lewmar and B&G is employed; sails are by Doyle. The boat’s sailaway price of $442,000 includes two 125-watt solar panels and AGM batteries.

Summing up his notes, judge Ed Sherman concluded, “If I were going to consider a multihull, this is one of the boats I’d look at for sure. … It would be a lot of fun, a lot of fun. I mean, that’s a great couple’s boat.”

Mark Pillsbury is CW’s editor.

The post Seawind 1190 appeared first on Cruising World.

For the designers and builders of cruising catamarans, the first question is often the most challenging: Where will we put the wheel? Some companies prefer mounting a single helm on a cockpit bulkhead, others choose twin steering stations outboard and well aft. Designer Chris White’s signature move is a forward wheel located right in the main cabin; in recent years, other manufacturers have opted for a raised driver’s platform utilizing a dedicated flybridge. It’s kind of confusing. The rule of thumb? There are no rules.

About six years ago, the prolific French builder of cruising cats Lagoon introduced its 450, incorporating one of those flybridges, and it was a resounding success. Thus far, it’s built more than 600 of them. But not everyone loved it. So when it began making plans for model year 2017, rather than scrap the design and start all over, it decided to tweak its 45-footer with a fresh helm station that literally split the difference between the cockpit and flybridge. The result is the 450 S, the initial standing for SporTop. (Lagoon is still building the original model, now known as the 450 F, for flybridge.)

Lagoon isn’t the first company to adopt the midlevel wheel — the one on the 450 S is stationed to starboard — but it’s done an excellent job refining the concept. Four steps up from the cockpit, the broad helmsman’s seat is an arm’s length away from everything needed to operate the vessel. The B&G instrumentation (wind and speed info, chart plotter, auto pilot) are close at hand, as are the controls for the Quick windlass and the twin Yanmar diesels.

All the running rigging, including the overlapping genoa’s sheets and traveler, are also right there, organized in conjunction with a trio of Harken electric winches and a suite of Spinlock clutches. Capping it all is the aforementioned SporTop, a hard bimini with tinted plexiglass that provides good sight lines for the sails.

Besides the aesthetics, which are largely a matter of personal taste — to my eye, the yacht’s profile is a bit cleaner without the flybridge — the position of the wheel allowed designer VPLP to lower both the mast and the boom (the sail area

of the 450 S and 450 F remains the same), which makes the mainsail easier to access and also reportedly dampens the cat’s pitching moment in a seaway. It also gave designers space for a sunbathing deck on the cabin top.

Fans of the 450 F will recognize a lot of the boat’s other features. The double-spreader fractional rig employs outboard shrouds for easy passage along the side decks. A small sprit is mounted on the forward crossbeam for off-wind sails, which are sheeted to a pair of winches in the aft cockpit. That cockpit has a U-shaped settee to starboard and a daybed to port. For lounging, there’s also a long, cozy settee forward of the coach roof, just aft of the trampolines. There are 10 opening hatches on deck and a pair of opening portlights forward on the turret windows.

The U-shaped galley to port is just inside the saloon door and adjacent window that accesses the cockpit. The nav station is just forward of the galley, with a generous L-shaped settee and dining table to starboard. We sailed the three-cabin version with the owners stateroom to starboard and a pair of double cabins to port; one could also opt for four cabins, with one in each end of the boat.

We sailed the 450 S on a light-air day on Chesapeake Bay, with the true wind hovering at around 6 knots, and the boat acquitted herself very well, making over 4 knots hard on the breeze. Tacking through 90 degrees was easy, even in the soft winds, which is not always the case with cruising cats. During motoring tests of the dual 45-horsepower Yanmars in conjunction with our Boat of the Year trials, the 450 S was one of the fleet’s quietest performers.

You can’t really call the 450 S a successor to Lagoon’s earlier version of the boat. But as a worthy sibling, she more than lives up to the title.

Herb McCormick is CW’s executive editor.

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