Lagoon 60: Double the pleasure

Lagoon catamarans is without doubt the biggest cruising multihull manufacturer in the world and their yachts are ubiquitous be it in the South Seas or the South Coast of England. The manufacturer states that there are around 7,000 Lagoons bobbing around on the oceans. The secret of their success could probably best pinned on their consistency of purpose; the Bordeaux based manufacturer has never really tried to produce anything other than comfortable cruising catamarans. Sure, they have always looked to improve performance and internal volumes but they have always kept the faith with the idea that they know what they want to produce and they believe that they are in tune with the buying public. The results speak for themselves; nobody is ever going to win races in a Lagoon but they will always have a comfortable platform for cruising adventures and the fact that you find Lagoons the world over suggests that the boats are tried and tested in quite extreme conditions. 

Having said that Lagoon has always displayed a consistency of purpose is true but its also fair to say that they have diversified slightly in recent years. The introduction of the spin off Excess range of slightly more sporty cruising cats spoke of a desire to diversify slightly. Meanwhile, the launch of the Lagoon Sixty 5 and Seventy 7, big cats aimed squarely at a slightly more bling audience than smaller models, also pointed to a desire to move into a new market, one remove from their previous flagship, the Lagoon 55. The 60, which replaces their bestselling 620, is a clear attempt to bridge the gap between the 55 and the Sixty 5 and there is plenty of evidence that they have looked to take the best aspects of both these boats and fuse them in the new 60. This is a yacht that shares plenty of styling and design characteristics with the 55 and its smaller sister the 51 yet, once aboard, I definitely felt that it shared a lot with the luxurious Sixty 5 when it came to the interior space. 

So who is the boat designed for? Well, while the 55 is mainly aimed at cruising couples, Lagoon accepts that the 60 will likely need a full time crew. Sure, the set up is simple enough to sail as an energetic couple but this is a genuinely big boat and that means an awful lot of cleaning if nothing else. The boat is designed by VPLP with Nauta doing the interior. This is a classic team for Lagoon and they rarely make too many mis steps. The design is far from radical and features hulls designed for volume and also taking into consideration that this is a yacht that is likely to be loaded to the gills. Lagoon is realistic enough to know that they are not going for blinding performance with this boat so daggerboards are out of the question and the tulip shaped midship sections ensure that there is big outward flare well above the waterline to boost volume. The boat relies on stub keels which give a draught of 1.6m to give a bit of grip going to windward but she is not going to compete with the Catanas or Outremers of this world – nor is she intended to. Given that this is a yacht that weighs in at 32,000kg it is perhaps no surprise that the sail area is big, with an air draft of 100’ meaning that, even with the flybridge reducing the size of the main somewhat, this is a big rig. As with the 55, the rig is stepped further forward than on earlier models and is fitted with overlapping headsails. Naval architect VPLP says these offer more flexibility and efficiency on a boat of this type than the near ubiquitous non-overlapping jibs of today’s yachts.

Approaching the boat from the water (she was anchored off the port of Fornells in Minorca when I tested her) I was struck by the strong family resemblance with the 55. Stepping aboard though and I felt like I’d moved into an altogether different size bracket. Make no mistake, this is a big boat. Approaching from astern you have wide bathing platforms on the sponsons and two steps up take you to the cockpit. A notable feature is the dinghy/bathing platform which is a massive wood slatted platform that drops down to water level when at anchor and can be submerged to allow the dinghy to float free. At deck level there are two side flaps on both quarters that drop down to give you even more space. This feeling of space is genuinely astonishing by the way – as you can probably imaging given the boat has a beam of 32’. 

On deck

One notable feature is that the entire boat from stern to bow features no steps up or down. This was more of a challenge for the designers than you imagine and was a conscious decision based on the idea that they wanted the boat to feel as open as possible. It means you have an unobstructed walkway from the back of the aft cockpit, through the saloon to the forward cockpit. The aft cockpit area is big with an L-shaped sofa and twin tables to port. The drop leaf tables fold out to make one very large single table ideal for dining al fresco. To starboard is another sofa with a fridge at the forward end. There is storage both under the seats and under the deck plus access to the engines. There is also direct access to the owners stateroom from the starboard side of the cockpit via a fancy doorway/hatch made from toughened glass.  

Two steps up takes you onto the side decks which are wide and feature a good handhold on the coach roof. Up at the bow there is a forward cockpit area with loungers and sofas. This is also a pleasant space and there is a door that leads you straight back into the saloon, so access is excellent. The Solid foredeck does not extend right to the bow, which is reserved for two crew cabins to port and starboard of the trampoline. These feature a reasonable amount of space for crew and the port side has an ensuite with shower. 

Heading back into the cockpit and then up to the next level via well proportioned stairs is the flybridge, which is well shaded by a solid bimini. This area is huge, with a work surface, sink and fridge aft and to starboard and l shaped seating area with table to port. The stairs up to this deck are to starboard and the helm is also offset to starboard. Forward of the helm station is a large seating/lounging area with a coffee table in the middle. The solid Bimini has a detachable ladder up to it which gives access to the main and has solar panels on it. There are four giant harken winches with 14 jammers – seven each side – which handle all the running rigging. In addition the buttons for the furling code 0, staysail and Genoa are to port And starboard The helm station is comfortable with a broad seat. 

Inside

The saloon is huge and loosely divided into three areas with the galley aft and to port and a small nav station aft to starboard. In fact this galley area is a sink, wine cooler and fridge plus storage space because the actual galley is just aft of this, completely separate, with it’s own entrance in the cockpit. Down here you have a good space for cooking with a huge full height fridge four ring hob and oven plus ample workspace and a small crew dining area. There is an option to expand the galley in the main living area, dispense with the large ‘crew’ galley to starboard and turn this into an extra cabin. This marginally reduces the feeling of space in the saloon but might work better if you had plans to charter the boat out a lot. Staying in the saloon and forward on the port side is a huge seating area with a coffee table in the middle and then a dining area to starboard. It’s all very open with sliding patio doors into the cockpit and a large door leading to the forward cockpit.

Descend to starboard and you are in the owner’s suite. This is huge and very light and spacious. The double bed is athwartships and there is more than enough space to walk either side of the bed and also a desk area forward of this. After is the bathroom which has a totally separate heads and steps aft which, as already mentioned, lead directly onto the aft section of the cockpit. The smoked glass ensures privacy while also letting in masses of natural light. It’s an extraordinary place to take a shower. Staying in the starboard hull and forward of the stateroom –  and completely separate – is a large guest double with ensuite. There’s plentiful room and a good feeling of space.  

Stepping into the port hull and moving forward of the galley which we have already discusse, there is a twin bedroom with fore and aft berths plus  ensuite. Ahead of this there is a double cabin with the bed set athwartships forward of this with the ensuite at the bow. The boat therefore sleeps eight comfortably plus the crew up forward. The overall ambience is very pleasant and the quality of the fit out was impressive. Trite as it may be to say, this is far more spacious and comfortable than many mid sized apartments. 

Under sail

One thing you can’t do with a mid sized apartment is take it sailing. Something you definitely can do with the Lagoon 60. Conditions in Minorca were somewhat tricky for a boat weighing in at 32 tonnes. The wind was between 5 and 10kn, although the water was relatively flat. Under sail the 60 proved a powerful performer in very light winds and with the Code 0 unfurled we were largely able to match the wind speed up to 7kn. Sail handling was simple but the hydraulic steering was a touch on the notchy side and lacking in feel. I’d just come from a week sailing a tiller steered Jeanneau Selection 37 so this was a hard contrast. Although it’s fair to say that the contrast in comfort aboard was similarly striking. Things have improved a lot in a short time when it comes to hydraulic steering but even so, it lacks a bit of feel and on any long passage you’ll be sticking it on autopilot and simply enjoying the ride. The boat is medium displacement and is designed to sail heavily loaded down so that powerful sail plan is a must and it works well. She’s not massively close winded but she does truck along thanks to that big sail plan. Under power she was very responsive and the addition of bow thrusters meant it was supremely easy to manoeuvre. The Raymarine dock assist system further helped ensure that mooring was truly effortless with six cameras allowing you to see clearly all sides of the boat and their distance relative to the quay. 

Sam’s verdict on the Lagoon 60

At the mid point of the test, we anchored up for a couple of hours and enjoyed lunch and a swim. For all the Lagoon 60’s fine sailing I felt it was this that truly showcased the potential of this yacht; its supremely comfortable and large enough to be both a sociable space but also allow you the space to unwind in a quiet corner. As with all Lagoons, you’re not going to win a Transatlantic race, but you’ll get there without any fuss and once you arrive, you’ll have the most comfortable yacht in the anchorage. 

Looks: 3/5

Comfort: 5/5

Performance: 4/5

Lagoon 60 Specifications

Hull length: 18.27m (59’11”)

Length overall: 19.77m (64’10”)

Beam overall: 9.87m (32’5”)

Naval architect: VPLP Design

Exterior design: Patrick le Quément

Interior design: Nauta Design

Water draft: 1.65 m (5’55”)

Air draft: 30m (98’5”)

Light displacement: 34.6 T (76,293 Lbs)

Sails area upwind: 222 m² (2,389 sq ft)

Genoa: 87 m² (936 sq ft)

Contact: catamarans-lagoon.com

Alternative boats

Fountaine Pajot Samana 59

This Berret Racoupeau design is narrower and lighter than the Lagoon 60 but is clearly designed with comfort in mind – boating the biggest flybridge in her class according to the manufacturers.

catamarans-fountaine-pajot.com

Sunreef 60

A catamaran that places luxury squarely above performance. This is a big, spacious and very comfortable cat that can easily be optimised for skippered charter. Intriguingly, the 60 is available with electric motors as standard, which is a real revolutionary touch.

sunreef-catamrans.com

Privilege Signature 580

Privilege edges closer to the performance market, offering an interesting compromise between luxury and speed. This Marc Lombard design is lighter and marginally narrower than the 60. 

privilege-marine.com

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The post Boat Test: New Luxurious Multihull Lagoon 60 appeared first on Sailing Today.

Designing an environmentally friendly offshore one design class is a big ask – but Jeanneau’s Sun Fast 30 OD may have it cracked as Sam Jefferson discovers.

Jeanneau Yachts

Jeanneau Yachts has a proud history of racing going back to 1976 when a Jeanneau Melody battled against the Atlantic greybeards to complete the OSTAR. Since then the company has been one of the leading forces in making racing more accessible by mass producing genuinely rapid mass produced racing yachts. Models such as the Rush Royale, Selection 37 and the JOD 35 when they came out in the 80s and 90s, while the latest iterations of the SunFast range have been at the forefront of the offshore racing scene. 

The Jeanneau Sun Fast 30

It was therefore welcome news when the French manufacturer announced that it as going to bolster its Sun Fast range – already represented by the excellent and successful Sun Fast 3300 – with a smaller 30’ offshore racer. Just to add a bit of extra spice into the mix, they also stated it would be the first recyclable composite production yacht. This is big news because Jeanneau, being part of the Beneteau Group, is the biggest yacht manufacturer in the world and when they lead, others follow. If they can demonstrate that a production yacht can be made cost effectively using recyclable materiels, it opens the doors to other smaller manufacturers. By the same token, by mass producing an affordable, fun offshore racer they can also do much to broaden the appeal of the sport. Because be in no doubt, that is the aim of the boat which was born out of the desire of RORC, the Trysail Club in the US and the Yacht Club de France to produce an affordable small offshore racer that wasn’t too complicated or technical to sail. VPLP won the commission for this project with Multiplast but it soon became clear that in order to produce the yacht in big numbers, they needed the muscle of a big yard – this was where Jeanneau stepped in and the Sun Fast 30 OD was born. 

There’s therefore a lot to like about the Sun Fast 30 OD even before you step on the boat and eyeing her from the dockside she certainly looks the part. She’s clearly a fairly serious racer and VPLP has drawn up a purposeful looking boat that features a moderate scow bow, twin rudders, a single shine that runs from the stern almost to the bow, a big cockpit that extends a long way forward and a rig that carries almost as much sail area as the Sun Fast 3300 OD. Weight is modest at 2,500kg making this a light though not ultra light displacement boat. Despite the radical look of the boat the design is sensible with beam aft being kept modest – not least to ensure the boat is trailerable. The scow bow is defined but not nearly as extreme as many modern Mini Transats or Class 40s while the hull features plenty of rocker and also flares out considerably above the waterline. The rockered hull makes for a sea kindly motion but also hints towards the fact that VPLP clearly wanted a boat the performed well in light airs and this distinct rocker keeps the ends of the boat out of the water in light winds, thus reducing wetted surface area and drag. When the breeze kicks in, the fuller bow and flat upper aft sections point to much fun to be had off the wind, while the twin rudders and chine should give her good grip. 

The Jeanneau Sun Fast 30 is a strict one design and the hull is constructed using 100% recycled materiels and is of foam cored sandwich construction with recycled PET foam used on the deck. Both deck and hull vacuum infused using Elium resin. This is a biodegradable epoxy resin which means that at the end of the boat’s working life, the boat can be broken down and the raw materials recycled – this is a big advance away from standard GRP construction which must go to landfill. 

In terms of rig, the boat is fitted with a deck stepped carbon fibre mast from Sparcraft. The rig carries a pair of heavily aft swept spreaders and the shrouds set outboard. There is no backstay – a  surprising configuration for this size of boat and one which requires a very strong and stiff mast profile. There are running backstays but these are for tweaking sail shape and are not vital to keep the rig up. A powerful mainsail with square top and a relatively wide overlapping genoa can be set and, as noted, the upwind sail area is only marginally less than the larger Sun Fast 3300 and downwind she sets a big masthead gennaker which means offwind sail area is only 5% smaller than her big sister. Shrouds made of Dyform with little stretch. There is a retractable sprit which slides back into a moulded recess in the deck which is far better than having a hole in the hull. When extended, it protrudes some 4’ from the stem when extended. The boat comes with a suit of seven sails and membrane fabrics have been banned to keep costs down.

The keel is a relatively narrow chord width L Shaped cast iron and lead bulbed affair and the twin rudders are transom hung and connected by tye bars which can be fine tued to perfect the rudder angle. The rudders are steered by a single tiller with an extension. The hull shape and sail plan point to a yacht that will perform well in light airs – somewhat surprising given that this is clearly a purpose built offshore racer – but it does ad another string to the yacht’s bow and also sticks to the tradition of light wind fliers like the iconic Selection 37. The boat has not been designed for IRC but the projected rating is 1.040 so it sounds like this will be a contender in mixed fleet racing too.

On Deck 

Step onboard the Jeanneau Sun Fast 30 and, although the hull lines feature modest beam, the Cockpit feels broad and spacious with a moulded groove down the middle that works as a foot brace. The traveller is situated right aft and thus within easy reach of the helm. There is space enough for a crew of four – even five at a push but by that point you are starting to penalise yourself in terms of weight onboard. 

The deck has been thoughtfully put together with mouldings for a bottle holder forward and a liferaft valise aft. The companionway is offset to port with all the lines for the running rigging set to starboard and run through a bank of ten jammers. Thre are two winches just forward of the helm for the genoa or gennaker and a third on the coachroof for the halyards. The chart plotter is well placed, being set into aft the end of the coachroof. Aside from that there are some nice foot braces to keep you secure when sitting out on the coamings. 

In terms of sail controls, the main sheet is on the centreline within easy reach of the helm or a dedicated trimmer just in front of the helm and the fine adjustment is just aft of this with both lines on cleat jammers. The headsails use Jeanneau’s tried and tested 3D car system using thimbles as opposed to fixed cars which allows for lateral adjustment in addition to longitudinal movement. This system is becoming the norm on most racing boats of a certain size in the Beneteau Group fleet and it works very well.  

In terms of electrical equipment, this is standardised to conform with one design rules and consists of B&G’s H5000 autopilot, the very popular Raymarine Type 1 ram in a watertight compartment accessible from both the deck and inside. The motor is a Nanni 10hp two cylinder inboard affair which has plenty enough power to push along such a small yacht.

The foredeck is understandably nice and wide which is great for working on deck and the non skid is excellent plus there are nice foot chocks moulded into the deck which is great. There is no anchor locker, just a pair of deck cleats and an open pulpit.

Down Below

As mentioned, the companionway is offset to port and there is a shallow descent down below into a surprisingly roomy interior with full standing headroom aft. The boat has been kept incredibly spartan though and contrasts with the Dehler 30OD where there has been a bit more of a concession to creature comforts. This is truly stripped out and spartan with the bare minimum of wood finish and only the smallest concession to comfort. This is fair enough because this is after all a racing yacht and it speaks of the manufacturer’s recognition that they do not want to even try to be all things to all people which is fair enough. 

Despite this, there is quite a bit of space down below as the full bow sections forward create a fair amount of space. Back aft tucked underneath the cockpit are twin cot berths then bench seats. Ultimately you can sleep four without any great fuss. There is a big chart table to starboard with the instrument panel set on the bulkhead forward of this. There is also a small sink aft of this with a manual pump and water tank just below. You could add a small stove for longer passages. Forward there is a huge sail storage area with the bare stringers exposed and access to a watertight crash bulkhead forward of this. The heads to is just aft of this to starboard which is just a sea toilet with a canvas ‘door’ and slightly aft of this. It does feature a holding tank. The interior is all in white and feels surprisingly light but – let’s be honest here – it’s a very stripped out racing machine. 

Under Sail

I sailed the Jeanneau Sun Fast 30 on a moderate in the Bay of Cannes with a modest 10-12kn breeze blowing. There was a bit of chop as we plugged upwind and the trial was made more interesting in that we were following in the wake of the larger and heavier new Jeanneau Sun Odyssey 350. I rather assumed that we would leave this cruidsing yacht for dust but things didn’t completely pan out this way. First things first, as previously mentioned, Jeanneau has designed this boat to perform strongly in light airs and inmorning I was able to observe from the dockside as the little racer sailed in 4-5kn of wind and she did notably well in conditions where other heavier yachts were simply not moving. By the time I got on the water the breeze had filled in somewhat. We had five onboard and that probably tipped the balance against the boat as acceleration was good but not blistering as we headed upwind. As mentioned, we followed in the wake of a brand new Sun Odyssey 350 and hard on the wind with the J3 set we very, very slowly gained on her, making about 5.5kn at a true wind angle of of 40-42°. The steering was light, sensitive, well balanced and felt perhaps a touch too neutral. This is in part because Jeanneau wanted to have a helm that consumed the minimum amount of power when under autopilot. Anyway, the boat sat comfortably in her chine and was quick without being blistering – although I suspect if we’d have had one less crewmember onboard that would have made a big difference given how light the boat is. 

Easing off the wind and unfurling the gennaker, the difference was immediate and we stormed past the Sun Odyssey 350 with the greatest of ease. With 12kn of breeze, there wasn’t quite enough wind to get the boat planing, although with some friendly waves, it probably would have been possible to get the boat to lift off. As it was, I suspect that breezes of 15-20kn would see the 30 lift up her skirts and take flight. As it was, the full bow sections and twin rudders made the boat feel incredibly stable and balanced with masses of grip, allowing us to sail very high in the moderate conditions without even a hint of a broach. All of this pointed to much fun to be had with just a touch more wind. Sail handling was all very simple and the running rigging set up seemed to be very well thought out although the need to use the same set of winches for the running backstays and the headsails was a minor inconvenience although, of course, you use the lee winch for the jib sheets and the windward for the running backstay so perhaps the weight saving makes it worth not bothering with a second pair. On the other hand, in the even of gear failure, it’s good to have more than three winches.

Sam’s Verdict

The Jeanneau Sun Fast 30 is a fun, forward thinking boat that promises to broaden the appeal of offshore racing. It’s a versatile yacht that can be put on a trailer and sails fast in a range of conditions. It’s not some carbon fibre ultra light displacement flier but it is still light and very fast and also affordable. The design also strikes a balance between upwind and offwind with that moderate scow bow while the big sail area and low wetted surface area in light airs makes for a versatile boat. 

Specifications

LOA (sprit extended):10.4m (34’1”)

Hull length: 8.99m (29’6”)

LWL:8.4m (27’6”)

Beam:2.99m (9’10”)

Draught:2.0m (6’7”)

Displacement:2,700kg (5,952lb)

Ballast:1,000kg (2,205lb)

Mainsail:32m2 (344ft2)

Headsail:27m2 (290ft2)

A2 spinnaker:105m2 (1130ft2)

Ready to race price:€200,000 inc VAT

Builder: jeanneau.com

Alternative Boats

Dehler 30 OD

This is a boat that shares most with the Jeanneau in terms of concept and is of similar dimensions and weight. Conceived as a double handed offshore racer, this Judel/Vrolijk design has been a slow burn but has built up a loyal following.

dehler.co.uk

Beneteau Figaro 3

A more sophisticated – and expensive – alternative to the Jeanneau. This is a foiling pocket rocket that, after a relatively slow start, has become a big hit. This is a more technical boat to sail and the foils put it in a different price bracket.

beneteau.com

Farr X2

Constructed in Portugal, this Bruce Farr designed offshore racer is a bit lighter than the Sun Fast and features water ballasting and bigger beam carried aft. She is optimised for single and double handed racing. 

sea-ventures.co.uk

beneteau.com

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The post Boat Test: Jeanneau Sun Fast 30 appeared first on Sailing Today.

A Teutonic treat: German boatbuilder Bavaria has long had a firm grasp on what its public is after and its new C46 is no exception as Sam Jefferson discovers.

About Bavaria

Some years back I was invited by the West Sweden Tourist Board to take a press trip to that area which would involve cruising around the area in a Swedish built Maxi yacht, sampling raw herrings, sweltering in saunas, whacking other journalists with bits of birch, eating Ryvita and generally discovering what a wonderful country Sweden was – especially if you aren’t paying. On the eve of the trip, our hosts came to us with a look of extreme anguish and announced in funereal tones that, due to financial turmoil at the Najad factory, Najad Yachts could no longer supply a boat and it was to be substituted with – a Bavaria.

Yes, it was clear that the word Bavaria itself left a bad taste. But why? Perhaps because there seems little sense in the incontrovertible fact that Bavaria Yachts, a company based in a particularly landlocked corner of the Black Forest, has become one of the biggest yacht manufacturers in the world. Think of all those proud craftsmen in Sweden with centuries of tradition in boatbuilding being usurped by this upstart company? The same applies to the UK; not so long ago one of the biggest manufacturers in the world and now… 

So what has been the secret to their success? Part of it has definitely their ability to give the public what they want at a reasonable price. Let’s not forget that the choppiest financial waters Bavaria navigated came about a decade ago when the company seemed to get distracted by the idea of building big, luxury yachts like the Bavaria C65 – many miles from its core values – and got its fingers burnt in the process. Since then, the company has gone back to its roots and examined what it does best. 

Introducing the Bavaria C46

All of which brings me to the Bavaria C46; a boat that is designed to carry a family and friends on a comfortable cruise with minimum fuss. This is the successor to the Bavaria C45 and, like her predecessor she is designed by Cossutti, who knows a thing or two about designing a stylish yacht that performs well. This is just as well because the other side of Bavaria’s brief is to absolutely maximise volume.

The boat is not strikingly different in style to her predecessor, the C45, the boat has a tad more beam and slightly less ballast – something meted by the greater form stability of her hull. The C46 follows the recent trend of boosting interior volume by giving the boat much fuller forward sections above the waterline which narrow markedly at waterline level. This keeps wetted surface area low in light airs but provides power and extra buoyancy when the boat is hard pressed and also means that you benefit from a really big forward cabin.

The styling is distinctive and very much of a piece with other yachts in the Bavaria ‘C’ range. Given the boats have relatively high freeboard, this can make the boats appear quite boxy – particularly the shorter yachts in the range such as the C38. Thankfully the increased waterline length of the C46 metes this considerably. The test boat was also dark blue which further ameliorated things and gave the C46 a sporty, purposeful look. In fact, the rig really is quite sporty as the boat boasts a generous sail area married to a deep spade rudder and L shaped keel. Ease of handling is obviously hey but Bavaria clearly saw the value of a big rig to get this 13,000kg displacement boat moving. Price wise, the boat is available at a base price of 315,000 Euros exc VAT but this test boat had a number of upgrades which took the price to 546,000 Euros exc VAT. 

On deck

Step aboard and you find yourself in a big cockpit with twin tables and a corridor down the middle this runs all the way from the bathing platform to the companionway and makes for good ease of movement through the boat. The Bavaria is one of the new generation that leads all running rigging aft to the helm via channels in the coaming, The coachroof is therefore uncluttered by lines and winches and there is a nice separation between the working area of the boat aft of the helm and the seating area forward.

This seating area on the Bavaria C46 is very comfortable – particularly with the cushions in place as there is a nice curvature to the coamings. Aft, there are two pairs of winches by the helms and third pair further forward which seemed a bit superfluous but can be used for the Code 0 if necessary.

There was storage under the cockpit seats plus under the cockpit sole, where there was also an excellent access point to the cables for the steering gear and autopilot. The storage for the liferaft valise is tucked into the transom behind a well proportioned bathing platform which is raised and lowered electrically.

The seats for the helm had a plancha to starboard and a sink to port. There were good rope bins by the helm which were very effective at keeping everything neat and tidy. One minor criticism was that the electronic throttle situated on the starboard binnacle was positioned in such a manner that it was easy to nudge it or even grab it as you exited the cockpit – with alarming consequences. This is hull number one so it’s highly possible this will be resolved on later models.

Out on the side decks of the Bavaria C46, there was plenty of width and you felt nicely enclosed by the raised toe rail. The coachroof extends well forward and was uncluttered aside from a bridle for the mainsheet set just in front of the sprayhood. Aside from that, there is the traveller for the self tacking jib and the tracks for the genoa which are recessed into the coachroof. This means that the rest of the space can be used for lounging and sunbathing at anchor and there is a decent space forward of the mast for this purpose. Ahead of that is a really generous lazarette which can swallow up numerous sails, fenders or even a deflated dinghy. You also access the anchor locker from here via a hatch leading forward. The anchor roller is integrated into the fixed sprit which is used for setting the Code 0.

Down below on the Bavaria C46

The standard layout on the Bavaria C46 features a large u galley set to well forward and to port The galley was roomy and well laid out featuring all the luxuries you’d expect including a large drawer fridge – freezer plus a  dishwasher and an extractor fan which I thought was a nice detail on a boat of this size – particularly with the galley set forward away from the ventilation of the companionway.

Set just aft of the galley on the same side was a decent sized chart table which was raised up somewhat and overlooked the galley. It was an arrangement that worked well and placed the galley at the heart of both this ‘office’ space and also the lounge area and dining table which was just to starboard. This is a huge seating area with a table that can be raised and lowered electrically so that it can be converted into a very large double berth if required.

Aft and to port is a storage cupboard which can accommodate a washing machine if you wish. To starboard is a large heads with separate shower stall. This is very spacious and has two doors to enable it to be a private ensuite for the starboard aft berth which on this boat was a spacious twin. With a decent amount of storage plus good extra access to the motor the port aft berth was a large double. 

Up forward is a huge master cabin with equally huge heads compartment to starboard and separate shower to port. There was plentiful storage and also the possibility to walk around both sides of the bed in order to get into it. The overall feel down below on the Bavaria C46 was very pleasant with a good feeling of light and space. As with so many of these recent launches that utilise fuller lines forward to boost internal volume, this boat felt far larger than 46’. It’s worth mentioning that there are a number of other layout options available – all retain the basic saloon layout but offer more cabins with the option of splitting the huge fore cabin into two more modest doubles- both with their own en suites.

Meanwhile aft, you can convert the large heads area to starboard into a bunk room while the storage room to port then becomes the day heads. More cabins obviously works best for charter but I felt the standard set up of three cabins was probably the most sane. 

Under sail

The weather on test day was unusual. The test was carried out in Marseille and the Rade de Marseille dished up conditions that varied from 5kn to 15kn max. The breeze was shifty and unreliable making for a good measure of performance although the sea was flat. We motored out of Marseille Vieux Port and then floored the throttle as the as the broker understandably wanted to let the engine breath. The test boat had the upgraded 85hp motor as opposed to the 55hp standard and the result of flooring the throttle was intriguing as the boat rapidly hit hull speed and there was still power to spare. Setting the sails was genuinely a breeze thanks to the in mast furling main and we unrolled the 100% overlapping genoa to give us more power in the initially fickle breezes. The boat responded well and in a manner that belied its 13,000kg displacement. On the wind we were able to pinch up to 32 degrees apparent but the boat was in a happier groove at around 38 degrees. At all times the steering was light and poised. As the wind built, the boat started to show an impressive pace.

Hard on the wind we were hitting 7.5-8.5kn and bearing away we peaked at 9kn which I felt was good going for a well equipped cruising yacht in about 12kn of breeze. Flat water always helps but even so, it was impressive and we rapidly overhauled an older yacht of similar size. 

Sam’s verdict on the Bavaria C46

The Bavaria C46 is typical of the new wave of high volume cruisers that have taken full advantage of fuller lines forward to boost volume. There seems to be little trade off in terms of performance, which was impressive throughout although I would love to give the boat a go in a short, steep chop to see how it behaves. In terms of the interior volume, this was most impressive and I was also impressed by the style and feel of the boat inside. The quality felt good and the boat felt a cut above your standard cruising yacht. When it comes to mass production yachts, there are often only fine margins that make one boat better than another but this Bavaria seemed to have very few faults that I could pinpoint. 

Bavaria C46 Specifications

LOA: 14.50m (47’6”)
Hull length: 13.95m (45’8”)
LWL: 13.32m (43’7”)
Beam: 4.70m (15’4”)
Draught: 2.30m (7’2”)
Draught (shoal): 1.75m (5’7”)
Sail area: 115m2
Ballast: 2,575kg (5,677 lbs)
Displacement: 12,730kg (28,065 lbs)

Price: Base: 315,000 Euros exc VAT, as tested: 546,000 Euros exc VAT
Builder: bavariayachts.com

UK Broker: Clippermarine.co.uk

Alternative boats:

Jeanneau Sun Odyssey 490

The Sun Odyssey 490 has been around for a few years now but this Philippe Briand design remains a stalwart and flagship of the French manufacturer’s Sun Odyssey range. Despite being a 490, this boat is actually a shade shorter than the Bavaria. 

jeanneau.com

Beneteau Oceanis 46.1

The Beneteau Oceanis was one of the trailblazers of the full forward section models, boasting a chine at the bow. The 46.1 scooped European Yacht of the Year back in 2019. The boat remains strikingly modern inside and out. 

beneteau.com

Dufour 470

Launched in 2021 and probably the yacht that shares the most with the Bavaria in terms of styling and interior volume. The Dufour 470 is designed by Umberto Felci and boasts very full forward sections which absolutely maximise volume. 

universalyachting.com

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• Boat Test: C-Cat 48
• Giles Scott Sail GP: Interview with new Emirates GBR driver

The post Boat Test: New Bavaria C46 appeared first on Sailing Today.

Cool for C-Cats: Italian multihulls are virtually an endangered species but Sam Jefferson hunted one down the C-Cat 48 and went for a spin

This being an Italian boatbuilder, performance remained vital and their first foray in to the multihull world was the C-Cat 37, a performance cruiser which was definitely tilted towards performance. It has proved a hit and the C-Cat 48 is the follow up. The first boat was actually launched in XX and I tested hull number two in 2023 so there has been a bit of an evolution of the boat since then. Nevertheless, the basic principle remains; this is a performance cruiser with the emphasis very squarely on performance. More so than, say Outremer for example. It doesn’t take long to ascertain this; one look at the hulls and you know they mean business. While most fast cruising multihulls generally boast hulls with a bit of flare above the waterline to boost volume, there is precious little of this on the C-Cat.

The bow is as sharp as a toothpick and seems to extend back almost to the midship. Weight has been kept to a minimum in all sorts of ways in fact and the whole cabin top is made out of carbon – as is the hull and the mast. Beneath the waterline are daggerboards set well outboard. The boat looks purposeful too and, as multihulls go, is not bad looking with a simple, uncluttered silhouette thanks to a relatively low curved coachroof. Seaworthiness is also key and the C-Cat 48 boasts a clearance for 92cm from the nacelle to the sea – this, the manufacturers state, is class leading and means that you can expect less slamming in big seas. The boat is also unusual in that the engines are situated well forward compared to most multihulls and are under the berths in the aft cabins.

This reduces pitching by keeping weight well centred – an added benefit is that the motors are located in a spot much less prone to damp – the drawback being that they take up storage space in the cabin and will be both noisy and hot for the occupant of the berth. It is an example of C-Cat’s uncompromising approach to performance. Safety has not been neglected however and both bows have a so-called crash box at the front. The hull is also divided four airtight compartments, making the boat unsinkable. The daggerboards also have fracture points so that in the event of a collision they will shear off without further damaging the hull. All important and reassuring features. 

In terms of sail handling, the running rigging is led back to two pairs of Harkens none of them powered as standard. The mainsail is raised from winch at mast which is unusual these days. The main sheet is on a traveller running across the back with twin Harkens at each end for the main sheet making for a simple system. There are throttles on each binnacle which is a boon and the boat was capable of a rather impressive 12kn under power. 

In terms of the rig, this featured a big, powerful fat headed main with carbon mast and aluminium boom. The boat has the option of a self tacking jib which keeps this extra simple. 

Stepping out of the saloon of this C-Cat 48 and down into the hulls, the port hull features two doubles that share a modest heads that is long and thin with a separate shower compartment.

The forward berth is more of a large single. The double aft is an athwartships berth with the motor underneath.

To starboard is owners suite. On this side, the double aft berth runs fore and aft. Heads compartment large and luxurious with shower and separate wet locker in bow. There is a decent amount of storage. It is really in the hulls where the boatbuilder’s uncompromising approach to performance is most clearly on display, as the hulls are noticeably narrower than on your usual catamaran and with further space eaten up by the daggerboard casings. The C Cat comes with three layout options: Probably the best to my mind is the standard owner’s version with two identical hulls with large double bed aft and a very large bathroom in the front and lots of cupboard space in between.

I tested the Club version but there is also the choice of a charter version with two equal hulls with cabins at the bow and stern in both hulls and shared heads. This all seems a bit too tight despite the C-Cat’s 48’ length.

The boat was very sensitive to the helm and sympathetic. I have to say I found the helm quite stiff and the squared off binnacle rather got in the way of your hand as you turned the wheel but I suspect that these are small errors that have been resolved on later models – certainly they would be easy to remedy. The boat pointed superbly – better than a good few monohulls I have tested and gained steerage in only the lightest of zephyrs. One minor gripe was line of sight for manoeuvring and the outboard helms did mean you had to adjust your position from time to time to make sure you had a complete picture of what was going on. On balance though, the boat was a real joy and one of the most enjoyable cats I’ve sailed.

Read More:

• Sailing French Polynesia: The Dangerous Archipelago of Tuamotus
• Boat Test: Bali Catsmart 38′
• Multihull Show 2024: Tickets and Info

The post Boat Test: C-Cat 48 appeared first on Sailing Today.

Smart thinking: Bali Catamarans have been producing voluminous cruising catamarans in huge quantities since 2014 – during that time they have perfected the art as Sam Jefferson discovers.

They say that one of the keys to happiness and wellbeing is self acceptance. The ability to look a good hard look at yourself and say, ‘well, this is who I am, take it or leave it’ is a hugely important step if you want to achieve wellbeing. What has this got to do with the Bali Catsmart? I hear you cry. Well, it’s just a gut feeling I have but, in the world of yachts, more specifically multihulls,  Bali catamarans is the marque that is the most willing to accept what it is and feel at ease with this. Unlike some yachts that try to be all things to all sailors, the Bali is unashamedly a cruising catamaran and the company has stuck with this basic concept since they launched their first boat in 2014. Perhaps being part of the Catana group helped because Catana had a deserved reputation for producing top end performance catamarans so Bali felt at ease producing something more unashamedly tailored for cruising. 

I do not mean this in a negative way. If you start with a very clear concept of what you want, then you are far more likely to reach a satisfactory conclusion. In the case of Bali, this means providing a comfortable platform for cruising while ensuring performance is perky enough to keep you happy on passage. The company has not been afraid to innovate either; guided by the steady hand of Olivier Poncin, who sadly recently passed away, Bali has pioneered a number of clever features including the tilt/slide ‘garage door’ style saloon door and also replacing the normal trampoline at the bow with a solid foredeck, which massively boosts exterior space. Along the way, the boats have been styled in a manner that fairly yells, ‘I am a cruising cat, take it or leave it’. This is an admirable philosophy which has seen the company shift truckloads of Balis both for private owners and also for charter.

All of which brings me to the Bali Catsmart, their latest and also smallest cat in their range at 38’. This is exciting news in itself, as there is precious little on the market in this size bracket and when you combine that with Bali’s commitment to providing masses of internal volume, you have a truly interesting proposition. Designed by the experienced Xavier Fay, the Catsmart retains all the key features of previous models (tilt/slide saloon door, solid foredeck) but simply puts it in a smaller package. 

Styling wise the Bali Catsmart 38′ is very much of a piece too; that means boxy, modern looks with that distinctive solid foredeck further augmented by a full width bathing platform at the stern which further adds to the boxiness. The freeboard is pretty generous and the Catsmart boasts XXm of clearance from the waterline to the nacelle – important to avoid slamming. The rig is set well back on the coachroof which allows for a decent sized foretriangle to augment the full battened main. The sail area is surprisingly large for a cruising cat even if you go for the self tacking jib as opposed to the optional genoa and, with the lack of a bridgedeck helm station, the boom can be set low on the coachroof which considerably improves both the look of the boat and also keeps the centre of effort low. It all points to decent performance. 

In terms of hull form, the Bali, in common with so many catamarans these days – features relatively fine waterlines with a distinct ‘step’ outwards above which boosts internal volume while also ensuring the hull is easily driven. This is an unashamed cruising catamaran so, as you can imagine, there are stub keels as opposed to daggerboards. The rudders are positioned aft of the propellers which considerably improves performance and also are part of one of the most distinct featured of the Catsmart –  that she features twin wheels set well outboard as opposed to the bridgedeck arrangements so favoured on many out and out cruising yachts. The steering is cable driven and, again, this points to better performance and feel.

On deck

First impressions are good as you view the Bali Catsmart 38′ from the dockside. Sure, she’s boxy but that low boom and something in her lines gives her a purposeful look. She certainly doesn’t feel small though and is definitely high sided so the best way to get onboard is via the low platform which stretches the width of the stern. These are the bathing platforms and in the middle is a contraption for raising and lowering the dinghy with two handy cleats either side. It’s a nifty solution to the question of getting the tender onboard. Step up on deck  and you are directly in front of the twin helms set well outboard of the cockpit with their own seats plus individual biminis which look a bit silly but are extremely important to provide a bit of protection. The helm seats flip up to provide good access to the twin 20hp Volvos Pentas. Moving inboard from here, there is a bench aft to enclose the cockpit and this has storage for the gas locker etc plus a barbecue. The traveller runs aft of this so is well out of the way. Step forward about 1.5m and you are in the saloon which, on a hot day, blends seamlessly with the cockpit thanks to that legendary garage door. 

Staying on deck for the moment, however, the sail control’s lines are led under the bridge deck and protected by plastic covers, emerging via the coachroof sides to a pair of winches either side of the twin helms, and there is a third one to starboard for the main sheet. All are within reach of the helm. The throttle controls are only to starboard but are also well positioned. The side decks very broad and there are decent handholds on the coachroof. The coachroof is to some extent rather dead space due to the low boom. This means you could only lounge on it while at anchor and Bali seem to have decided that there is enough lounging space already and left it as a space to put solar panels and tidy up the mainsail.  

Head up forward and there Is that trademark solid front deck with a table set into a central recess. It looks a bit barren without all the cushions in place but once they are all in place it suddenly looks extremely inviting and very nice for sundowners and general sunbathing. There is a decent sized lazarette plus two huge lockers set in the bows making for masses of storage. 

Down below

Head into the saloon of the Bali Catsmart 38′ via that huge tilt slide door and you find yourself in a very light space that feels much less spartan than some earlier models. Speaking to Bali about this, thy stated that they had made a very conscious effort to move away from boats tailored for the charter market and were looking to broaden their appeal to private owners. The results are pleasing. There is a large dining table to port which can seat eight comfortably while the sliding side windows open up the whole space when the sun shines.

Forward is a galley which has a small step down to accommodate the curvature of the coachroof. The galley runs the full width of the nacelle and this makes for good all round views while you cook. There is a nice twin sink to port with a thoughtful bin set up. The Eno hob and oven are to starboard and there is a big upright fridge and separate upright freezer set into the kitchen units. Worktop area is generous and there are good fiddles to keep everything in place as you prepare your food. 

Head down into the hulls and the main  stateroom is to starboard and features a big sliding door for privacy then a huge suite with a double berth aft and big shower room and heads forward.

There is a lot of space and storage while five big portlights make for a lot of light and feeling of space. The port hull has two doubles which share a heads/shower. Up forward it’s probably a queen size berth while aft a king. The heads has a separate shower stall and feels adequate if not huge. As you can imagine, everything feels a bit tighter here but it’s still a roomy space. 

The Bali Catsmart 38′ Under sail

Test day for the Bali Catsmart 38′ took place off Canet en Roussillon in France on a pristine day which started with very little wind but peaked at about 15kn. We headed out from an absurdly tight space which demonstrated that the lines of sight from the outboard helms was good. You can see all four corners of the boat from either helm by looking through the saloon windows essentially. It’s never going to be as good as a bridgedeck arrangement for parking but the trade off is a markedly better helming position for sailing – and that is essentially what we are all here for. Getting the mainsail up was Relatively easy compared to many cats thanks to the boom being nice and low and the boat behaved well on the wind, hitting 8.5kn in 13kn true. I’d say the boat felt a good deal more sprightly than most cruising catamarans and the twin helms set outboard gave the boat a much sportier feel than many of her contemporaries. I wouldn’t put the general ‘feel’ of the helm in the same category as a monohull but it was a marked improvement compared to rivals and, given that only Nautitech and Excess offer this system on production cruising cats, it’s a real boon.  

As stated at the top of this article, Bali is very clear on what it wants to provide; a pure cruising catamaran and by having a clear design brief, they achieve this with aplomb. That said, the boat is surprisingly sprightly performance wise and the outboard helms are a really nice feature. The decision to soften up the interior compared to previous models is also welcome – as is the decision to launch a boat that is under 40’. It all makes for a very pleasing boat that blends goo interior capacity with fine performance. 

Alternative boats:

Excess 11

The only boat in the production catamaran market that matches the Catsmart for space. Excess catamarans are basically pure cruisers but with a sporty, youthful feel reflected in. the styling but also the fact that, like the Excess, they feature twin helms and a decent sail area.

Excess-catamrans.com

Nautitech 40 Open

Another production catamaran that blends slightly sportier handling with cruising preacticality. The 40 Open is a tad larger and is getting a little long in the tooth but remains a sporty yet practical cruiser.

Nautitechcatamarans.com

Lagoon 40

The kings of the production catamaran have dominated the market for years and this is their base entry model. Unlike the others, the 40 comes with a bridgedeck steering position.

Cata-lagoon.com

Read More:

• Multihull Show 2024: Tickets and Info
• Boat Test: Italia 12.98
• Cruising Association Photo Competition: 2023 winner

The post Boat Test: Bali Catsmart 38′ appeared first on Sailing Today.

Despite a consistent record of winning on the racecourse, Italia Yachts somehow remain under the radar. Sam Jefferson tests the 12.98 their latest cruiser/racer.

Perhaps few things sum up the recent success of Italia Yachts as the sight of the Italia 15.98 Nessum Dorma ghosting into Port St Louis, Grenada one early December night in 2023. The significance of the arrival was that she was the first boat across the line in the 2023 ARC+. This transatlantic rally is ostensibly for cruisers but, as always, it has strong overtones of a race for those at the from of the fleet and, in a light weather run from the Cape Verde islands to Grenada, this monohull had fended off challenges from big, sporty catamarans such as Marsaudon’s ORC XX and a number of Outremer’s, to cross the line first. In many ways the win was small beer given the triumphs of the Italia 11.98 and 9.98 on more conventional racing stages such as the IRC and ORC Worlds where both have dominated in recent years, but it showcased how perfectly Italia has managed the crossover from cruiser to racer and the blured lines between a rally and a race were the perfect opportunity for an Italia to take the win and then pass the winter cruising around the Caribbean in comfort.

Yet I am not here to write about either the 15.98, the 9.98 or the 11.98. I’m here to cover their latest yacht, the 12.98, launched in 2023 and boasting their usual impeccable credentials as a cruiser/racer. This is a very nuanced category of boats as there are racers that can be cruisers – such as perhaps the Italia 11.98 and also fast cruisers that can be raced. And I would include the 12.98 in the later category – although to further complicate matters, she is available in two different specifications; Belissima, which is far more cruising oriented and Fuoriserie which is much more angled at racers. There are marked differences between the two specs of boat and this is good because it demonstrates how serious Italia are about tailoring the boat to two quite different types of sailing. 

Whichever spec you go for though, the hull is designed by the same team: Cussutti Yacht design in collaboration with the Italia Yachts design team. Unlike the other boats previously mentioned, there is one interesting omission and that is the name of Matteo Polli, who has been a key player in penning the lines of IRC/ORC powerhouses such as the 11.98 and 9.98. Polli worked with Cossutti for a number of years and then became Italia’s in house designer. In 2018, however, he went independent and started working with a range of other manufacturers and, on this occasion, he seems not to have taken part in the design of the new boat. It must be noted that he did design the original Italia 12.98 back in 2015 but that this 2022 launch is an entirely new boat from the keel up.

The boat may lack Polli’s nous and knowhow but it’s not as if Cossutti doesn’t know a thing or two about penning the lines of a fast, seductive cruiser/racer and first impressions are good. The 12.98 retains the slinky looks of other yachts in the range; 43’ in length with a relatively low freeboard, moderate beam with decent amounts of taper aft, knife like bow and low, sleek coachroof. She retains the trademarked vertical transom with rounded aft sections that swell out considerably above the waterline, pointing to low wetted surface area and strong light weather performance. There is a single rudder and a 2.3m keel as standard with the option of a 2.4m and 2.46m depths. Displacement has been kept to 9,000kg on the Fouriserie and 10,000kg on the Belissima. Predictably, the Fuoriserie also carries slightly more sail area, with the option of a square topped mainsail and running backstays. Both have rod rigging.

The key difference though is the cockpit layout which features a third set of winches on the coachroof and the primary winches shifted further forward on the coamings. Meanwhile the interior is moderately different on the sportier version with the ensuite heads forward eschewed. There is the option of a carbon fibre mast and boom while the Fuoriserie version features a much longer fixed sprit at the bow. 

On Deck

I tested the Belissima version of the Italia 12.98 and the most obvious pointer that this was the cruising version as I stepped aboard was the Permteek decking and also the face that the twin winches for headsail and mainsail were set well aft within reach of the helm, pointing to simple short handed sailing. All the sail controls were led aft through channels in the coaming and emerged just in front of this pair of winches. 

Despite the tapered run of the yacht, the cockpit is still relatively broad running back to an open transom with a narrow bathing platform. There are two reasonably dimensioned lazarettes aft of the helm and space for liferaft below. These lazarettes do a lot of work because there are no bench lockers. The traveller is just in front of the helm. Forward of this is a cockpit table and nice seating area for six who, at least on the Belissima layout are separated off from the action of sailing the yacht and can relax.

Out of the cockpit and there are wide side decks with jib cars set on the coachroof and neatly recessed up forward there is very generously sized anchor locker which has the gas locker integrated into it , although there is no way you are going to be able to shoehorn any sails in here so they must go down below via the forehatch. On this less sporty version there is still a sprit for the gennaker but it’s shorter and integrates the anchor roller.

This racer/cruiser down below

Italia Yachts are generally very stylish and vaguely minimalist down below and the 12.98 is no exception. There is lots of light materials and it is all very bright and contemporary. Step down from the cockpit and you find yourself in a big luxurious space with decent amount of light. The companionway steps are nicely sloped and There is an L-shaped galley to port and this is big with plenty of usable space. The worktop mounted fridge is very deep and there is also an (optional) upright fridge so lots of food storage. There’s a U shaped seating area to port forward of this and a modestly dimensioned table then a sofa to starboard and no chart table. 

One thing I did notice inside the Italia 12.98 was that there were no USB ports anywhere – with every year that passes this becomes an increasingly glaring omission. The day heads Is adjacent to the galley on starboard and this is big with the shower completely separate which is always pleasing to see. The double aft berths are slightly different sizes with the starboard being slightly larger with good headroom and decent light from portlights on both sides. The water and fuel tanks are under these two double berths and are both 220l in volume.  The port side cabin feels significantly smaller. Forward is a decent master cabin and not bad sized ensuite. Overall the ambience was very pleasant and it felt like a great place to chill out in. Chic and minimalist without being stark. That said, it’s by no means huge for a 43’ yacht and the designer’s willingness to focus on speed and style have a slight payoff here. 

Italia 12.98 on the water

We set out in very modest conditions with the breeze blowing between 8 and 12kn. The water was flat. You would think that this doesn’t sound very inspiring but I was still thoroughly looking forward to the sail as I knew this boat was going to perform. With the main and headsail up we ghosted along in 6-8kn of breeze, easily hitting 5kn. The helm was a dream: wonderfully sensitive and silky smooth. The handling was razor sharp and the boat just wanted to go. We were soon to provide it with the opportunity; bearing away a little, we unfurled the massive gennaker and the boat took off.

The sail seemed huge and, although the boat was completely poised with masses of grip, I was quite grateful there was no more wind. Although this was of course partly because I was able to point much higher due to the modest conditions – plus with the boat now zipping along at 7-7.5kn we were starting to build up a decent amount of apparent wind. If the helm was easy, so were the sail controls, with the German mainsheet and traveller well placed and the general set up of running rigging excellent. The boat was stiff and frankly I feel it an injustice to write an assessment of the performance based solely on this light air sail. If it is anything to go by though, I suspect that this boat is magnificent. 

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• Boat Test: Italia 11.98
• Boat Test: Dufour 370
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The post Boat Test: Italia 12.98 appeared first on Sailing Today.

Racer/Cruiser or Cruiser/Racer? Sam Jefferson steps aboard the Italia 11.98 and discovers a potent argument for the former

In my formative years I was taken to the cinema to watch the Dead Poets Society featuring the late Robin Williams. The film had a profound effect on me not least because I was told it was a comedy and emerged from the cinema in tears. In addition to the film leaving me with a lingering desire to smoke a pipe, read more Byron and stand on my desk at school I was struck by one line from the film in which Williams asks his pupils why write poetry. ‘to communicate’ one pupil chirps. ‘No!’ Williams replies “It’s to woo women”. Now that is a line that perhaps hasn’t aged so well but it occurred to me as I was out sailing the Italia 11.98. No, I wasn’t wooing anyone but I imagine if you posed the question of why naval architects design yachts, the answer would be similarly straightforward. It’s not because they want to design high volume, comfortable cruising yachts. No, they would say they want to design beautiful, fast yachts. Which brings me to the Italia 11.98. If you were an aspiring naval architect, this is the sort of yacht you’d dream of designing when you grew up.

The naval architect in question is Matteo Polli who has worked extensively with Italia Yachts and fellow Italian manufacturer Grand Soleil. Polli hit the headlines when he penned the lines for the Italia 9.98 back in 2017. This racer/cruiser was optimised for light airs and proceeded to clean up on the Mediterranean racing circuit. Perhaps the secret to Polli and italia’s success was that they had a clear focus and they did not let themselves get distracted. For all that the boat had an interior space that was pleasant enough, the main aim was going quick. This theme has been carried over to the 11.98, which first hit the waters in 2020. The boat is unafraid to plough its own furrow in order to achieve its aim of scoring big on the racecourse.

The design itself is unusual, with Polli going for moderate (3.98m) beam and plenty of taper aft. You could call that conservative, but these days of IMOCA style wedge shaped hulls, it’s pretty radical.

There is a clear desire to attain excellent light weather performance and, to achieve this, Polli gave the Italia 11.98 a relatively full rounded midship section and sharp ends. The bow has an emmersed forefoot to further reduce wetted surface area and the stern sections feature big outward flare above the waterline. The transom is unusual in that is raked forward to form an old school sugar scoop when looked at from astern. The mast is very centrally placed meaning to can set a big fore triangle with minimal overlap, while below the waterline there is a single spade rudder also set much further forward than on many contemporary boats and combined with a deep (2.1m) keel. The boat comes with tiller steering as standard but twin wheels are available. The rig is big and is available in carbon fibre as an optional extra. Displacement has been kept down to a modest 6,200kg. 

Italia has come up with its own way of straddling the cruiser/racer divide. Ultimately this is a racer/cruiser and the primary purpose is sailing fast. Yet, with an overall length of 11.98m this is a boat that has sufficient internal volume to accommodate a family. Thus the Italia 11.98 comes in either Fuoriserie (racing) format or Bellissima (cruising). In racing format the boat is stripped back and you get a much more spartan interior but, with the Bellissima set up, you get a really rather stunning interior, synthetic teak decking in the saloon, a slightly shorter sprit and a gain in weight of 400kg. 

The result is a boat that is extremely pleasing on the eye. Freeboard is low and the coachroof is sleek while the graceful sweep of her run as it swells out above the waterline is seductive. It all whispers of a boat that is going to be a treat to sail. Before we continue, a word on Italia Yachts which was set up in Chioggia, the other side of the lagoon from Venice, by a chap called Franco XX in 2011.

The company always had performance at the heart of its DNA and, rather like Arcona Yachts in Sweden, the boatbuilder has always been unwilling to follow passing design trends in its pursuit of performance. The company has also always had a somewhat laissez faire approach to publicity with limited dealerships and what sometimes seems like disinterest in promoting its rather lovely products. Perhaps it is for this reason that, despite impeccable racing credentials (the Italia 9.98 has won two ORC World Championships and the 11.98 won the ORC European Championships), the boatbuilder is not well known in the UK. This is a shame as it seems likely an Italia could make waves on the UK racing scene. The company is serious about optimising its boats for racing in local conditions and to local class rules. As such, Italia has in house team which works with designer Matteo Polli who can tweak the boat to optimise the boat for individual events plus conditions. 

Up onto the side decks there is good width and a good walkway with all the chainplates for the discontinuous rod rigging (wire is standard) set well outboard. In terms of the rig, this is keel stepped and 9/10ths fractional with twin aft swept spreaders and no running backstays. The standard mast is in aluminium but you can upgrade to a carbon stick which was the case on the test boat. There is a transverse traveller for the jib car to adjust the sheeting angle. All the jammers are on the coachroof in the centre and there are nine in total. There are twin hatches forward for dropping sails into but it have to say they looked a touch on the tight side. There is a small anchor locker while at the bow there is an optional carbon sprit with no anchor integrated. 

The layout is fairly standard with the galley to port. This is l shaped and has a small fridge and twin burner. there is a chart table to starboard which faces forward. There is an option to not bother with chart table and instead have more storage cupboards to starboard. The aft cabins are large and the double Berths are positively palatial with good standing headroom in the entrance. The heads is to starboard while the shower is completely separate in a corresponding cubicle to port. This to me is the most satisfactory set up for a yacht. Aside from that, there is a fixed saloon table and light wood floorboards. 

Forward cabin is a decent size with good headroom and twin doors for privacy which are also wide enough to provide a walkway for dragging sails in and out when required. The forward berth quite narrow at the bow but not too bad. There was also decent storage underneath and hanging lockers to port and starboard. One thing I did note was that almost all the cupboard hatches seemed too flimsy and often flopped back open of their own accord. As someone who has spent a lifetime owning Italian cars, I can attest to the fact that this is far from unusual.

In terms of the Bellissima model, the interior is kept simple, and minimal but a slight softening of the interior makes for a truly beautiful space that is stylish but also warm and welcoming and extremely practical for cruising at speed. 

The sail seemed huge and, although the boat was completely poised with masses of grip, I was quite grateful there was no more wind. Although this was of course partly because I was able to point much higher due to the modest conditions – plus with the boat now zipping along at 7-7.5kn we were starting to build up a decent amount of apparent wind. If the helm was easy, so were the sail controls, with the German mainsheet and traveller well places and the general set up of running rigging excellent. The boat was stiff and frankly I feel it an injustice to write an assessment of the performance based solely on this light air sail. If it is anything to go by though, I suspect that this boat is magnificent. 

Read More:

• Tom Cunliffe: Running aground and getting out of there
• RYA Dinghy and Watersports Show 2024
• Boat Test: Dufour 370

The post Boat Test: Italia 11.98 appeared first on Sailing Today.

About Dufour

French boatbuilder Dufour has always sat slightly apart from rivals Beneteau and Jeranneau. Sure, they produce a similar flavour of cruising yacht but it has generally been the case that Dufour aims to be that bit different from their French neighbours. With their latest line of boats, this has meant pumping up the internal volume. This, you could argue, follows the trend adopted by all the other big manufacturers, be that Beneteau, Jeanneau, Hanse or Bavaria. That may be true but I would argue that Dufour, under the guidance of Italian designer Umberto Felci, have gone for it in the biggest way.

What do I mean by all this? Well, since about 2016 there has been something of a design revolution going on when it comes to penning the lines for production cruisers which started with the Beneteau Oceanis 51.1. Prior to this, designers wishing to win a bit more internal space would often run an angular chine aft to the transom and also carry the beam of the boat right aft. This boosted space aft without only modest trade offs in light wind performance. However, the bow remained relatively fine.

All that changed when designers started to look at modern racing yachts – perhaps most obviously mini transats – which featured incredibly full bow sections. This offered a great way for a cruising yacht to win big space forward. Obviously a blunt bow is less hydrodynamically efficient than a sharp one, but if you flare out the bow lines above the waterline keeping things narrow and sharp below, you win that extra space without losing light air efficiency. Meanwhile in heavy weather, with the boat hard pushed and the full bow sections immersed, you gain power and buoyancy. 

Dufour naturally adopted this principle in its latest generation of yachts and it feels like Umberto Felci took the idea to its natural conclusion, with a really heavily defined ‘step’ outwards in the hull toward the bow. The result has been truly voluminous new boats.

The 37 was launched in 2022 and replaced their 360. As with all yachts in this new generation of Dufours, the 37 marries full lines with a generous rig and a single spade rudder. The looks are strikingly modern, with a long portlight set into a recessed moulding in the topsides which covers almost ¾ of the hull. The hull chine runs from the transom almost to the stem of the boat and there is a second chine just below the toe rail that somewhat metes and distracts the eye from the relatively high freeboard. There is a short fixed sprit for the Code 0 with the anchor roller integrated into it. Stem and transom are both almost completely vertical. It all adds up to a boat that looks strikingly modern.

The rig is substantially larger than on her predecessor, the 360 and the deck stepped 9/10ths fractional rig offers 20m2 more area than the old boat. The 37 is set up for easy handling and comes with a self tacking jib as standard with the option of an overlapping one if you wish. Below the waterline, you have a 1.9m L shaped bulbed keel and, as mentioned a single fin spade rudder that is particularly deep. 

It’s worth noting that Dufour offers most of their boats in three distinct packages; easy (more basic), Ocean (more spec) and Performance (speaks for itself). 

Dufour 37 On deck

Although prepared for a spacious boat, I was still somewhat blown away by the sheer volume available in the cockpit which felt like it belonged in an altogether bigger boat. There is comfortably space for six around a big cockpit table and the bench seats in. The cockpit bench seats splay out as you move aft making for good access and a feeling of even greater space. Aft of this, the wheels sit on stylish angled pedestals that further open up the cockpit.

And set behind is Dufour’s trademark Eno barbecue grill with a small sink unit all set into the coaming aft of the helm. The idea is that you can drop down the bathing platform and grill your freshly caught fish while stood on the platform. It’s an optional extra but a clever idea that works well.

The running rigging set up is split between two winches on the coamings and two more on the coachroof. With a self tacker this is more than enough, but if you wanted an overlapping headsail, you might want to go for a third pair. 

The side decks are a decent width, although there is limited sunbathing area up at the bow as the coachroof is carried well forward. Intriguingly, the anchor locker is not accessible from the deck. There is a hatch at the front of the fore cabin inside from which you could free up any snarl ups but it is unusual and notable. Dufour pointed out that the anchor well, although relatively narrow, is deep and voluminous meaning that the chain drops down into it in the most efficient manner, thereby minimising the risk of snarl ups so this slightly circuitous access route is not a problem. The pay off is yet more volume in the fore cabin.

Dufour 37 Down Below

For a 33’ boat, you’d have to say that the interior feels positively palatial, particularly as you head forward. There’s nothing radical about the layout but there is a lovely feeling of light down below, while the owner’s suite in the bow is extraordinary in terms of size. You can walk around the sides of the double berth to get in and it contrasted sharply with old school forward berths where you had to sort of launch yourself in and then jam your feet into the forward end. This berth is aft facing and an entirely different experience. 

Layout choices include two or three cabins and a single head. In this arrangement the aft berth is a large double set to port and running athwartships. The heads compartment is a decent size and set aft to starboard with the L -Shaped galley to port. This arrangement provides stowage space to starboard that’s accessible via the head as well as from the cockpit. In this set up the head is larger, and there’s room for a small nav desk aft of the starboard settee. It seems like the most sensible arrangement but you can go for a second aft cabin, which makes for a slightly smaller heads area.

The galley is fairly compact but well thought out and has a reasonable working space with the benefit of a double sink set up which is always useful. Storage is good throughout and the dining space was also pleasingly spacious. 

Dufour 37 Under sail 

I tested the boat on a breezy day in Southampton Water and I was intrigued to see how the boat would perform. It’s worth noting that, compared to the old Dufour 360, the 37 is over 1,000kg heavier in displacement depite having exactly the same hull length. Whether this would affect light air performance was very much a moot point , as the breeze remained stubbornly in the 12-15kn bracket. In such conditions, I must admit the boat was a polished performer. The single spade rudder gave great feel and also masses of grip thanks to its remarkable depth, while the boat handled the conditions with genuine aplomb and felt much sportier than you would expect. The self tacking headsail meant handling really was very easy and the boat was genuinely zesty and playful.

On the wind we inched up to about 35 degrees AWA and were generally trucking along at about 6-7kn in the flat waters of Southampton Water. I would have been more surprised but, having already tested the Dufour 41, I was aware that Umberto Felci seemed to have hit upon a magic formula with this new range and was more prepared with the 37. I would be very interested to test these full sectioned boats in a big head sea to see what slamming is like but, alas, this was not going to happen in the environs of Southampton Water. 

Under power the boat comes with a 18hp Volvo Penta as standard and this can be upgraded to a 30hp motor for those who are genuinely in a hurry. Manoeuvring with the single spade rudder was a breeze despite the relatively high freeboard, and for the truly nervous there is also the option of a bow thruster which seemed like overkill on a 33’ boat. 

Dufour boat test: Sam’s verdict

I eyed the new generation of full lined yachts with a certain scepticism when they first came in but I must admit that there seems to be little loss of performance for big gains in internal volume compared to their predecessors. The look of these boats is distinctive and is harder to pull off on smaller yachts such as the 37 where a big freeboard and full lines can make the boat look a bit stumpy. That is my one reservation however, as the performance is genuinely surprising and the level of comfort both on deck and below superlative.

Comfort: 5/5
Looks: 3/5
Performance: 4/5

Specifications

LOA: 10.77m (35’4”)
LWL: 9.31m (30’7”)
Hull length: 9.99m (32’9”)
Beam: 3.8m (12’6”)
Draught: 1.90m (6’3”
Displacement: 6,747kg (14,874lbs)
Ballast: 1,860 kg (4,100lbs)
Sail area: 60 m² (646sq ft)
Price: From £156,000 ex VAT
Contact: universalyachting.com

Alternative Boats

Beneteau Oceanis 34.1

Beneteau’s ‘starter’ yacht is also from the drawing board of Marc Lombard and was launched relatively recently. The boat is offered both with a fixed keel or the option of a swing keel – particularly handy in the tidal waters of the UK.

beneteau.com

Jeanneau Sun Odyssey 350

Freshly launched at the Dusseldorf Boat Show, this new Jeanneau supercedes the popular 349 as the ‘starter’ boat in their range. This Marc Lombard design has a hull length of 9.99m, precisely the same as the 37. 

Jeanneau.com

Bavaria C38

Bavaria’s C38 is slightly larger than the Dufour but adopts a similar approach in terms of maximising interior volume without sacrificing performance. She shares an Italian designer too in Bernardo Ceccarelli.

Bavaria.com

Read more:

• New issue of Sailing Today with Yachts & Yachting out now!
• Choosing a Yacht Marina: 6 Things to Consider This Winter
• Boat test: ORC 57

The post Boat Test: Dufour 37 appeared first on Sailing Today.

Looking for the performance of an IMOCA 60 and the comfort of a cruising yacht? Rupert Holmes reports on the ORC 57, the desirable large high performance cruising multihull

Lorient La Base is a port like no other. It was built as a German submarine base during World War II, with massively reinforced submarine pens that have bombproof concrete roofs of up to 7.5m thickness.

The south Breton harbour is now home to some of the world’s top race teams. The day I sailed the ORC57, two giant 30+ metre Ultime trimarans – Gitana 17 and Sodebo – were in port. As were half a dozen IMOCA 60s, including Kevin Escoffier’s new PRB and Isabelle Joschke’s MACSF, while the newly launched Charal 2 was out on sea trials with skipper Jérémie Beyou.

This is also the home of Marsaudon Composites, which has two sides to its business. The core is the construction of very high-tech composite structures, many of them for the race teams based here. However, it also builds a trio of very fast, yet spacious, catamarans aimed primarily at long distance cruising. Those who follow the industry closely will know that Marsaudon landed in serious financial troubles last year but were brought out of administration after being acquired by the Grand Large Yachting group, a French umbrella company that owns RM Yachts, Garcia and, most significantly, Outremer Catamarans. Outremer would previously have been viewed as a rival to Marsaudon to some extent and the possibility that the two manufacturers can now share expertise is a big plus.

The Marc Lombard designed ORC57 is the largest and newest of their range and I sailed the prototype in glorious midsummer weather. This a yard owned boat, intended from the outset as a testbed to refine the model before full production starts. (nb: since testing, a second boat has been built that has been considerably refined) It retains the distinctive aft helm stations and direct tiller steering of the smaller models, but adds davits and other features of a long-distance cruiser.

Construction is fairly conventional, including carbon cross beams as standard, while options include carbon bulkheads, coachroof and daggerboards, plus high modulus Lorima carbon spars.

ORC 57: On Deck

Main deck working areas are at the back of the cockpit and around the mast base, leaving other spaces largely unencumbered by rope tails and so on. Mainsheet and traveller are led to both sides of the cockpit on top of the aft beam, just a couple of steps from the helm stations, where they are controlled by Harken 70 winches. Harken 80 primary winches are mounted just ahead of the mainsheet winches, making it easy for one person to operate both. A second pair of Harken 70s control the daggerboards, headsail sheet inhaulers and so on.

The setup on our test boat, which lacks electric cockpit winches has the potential to be really hard work, and most cruising boats would fit electric options. Yet, with attentive helming it was easy to steer the boat to minimise loads, even on the headsail sheets after a tack. The test boat has electric winches at the mast which make for easy mainsail and code zero hoists, and can also be used for furling the code zero. Headsails all have halyard locks, apart from the J1 jib, which is permanently rigged on a furler. On-deck stowage is great, with a big sail locker forward to port, plus an optional skipper cabin to starboard that’s accessed from on deck. There are also two big lockers for fenders and other gear at the front of the bridge deck. Overall there’s easily enough space for a full suit of race sails, or an extensive array of water sport toys.

ORC 57: Down below

At this size, even a performance boat can have a huge amount of accommodation. In this case there’s a genuinely massive open-plan cockpit and saloon area, with nav station and galley that offers an excellent all-round view from almost everywhere. If anything, this part of the boat feels more spacious than many more cruising oriented designs that attempt to add in more so-called features, but divide the space up into smaller areas. This spaciousness also allows for very easy circulation of people: we had six on board with no one getting in the way at any time and there was ample space for more. The big saloon has a large table and a great forward facing nav station. Our test boat has the optional faired and painted deck head here, which gives a much higher standard of cosmetic finish than many existing boats from this yard. It’s time consuming to produce, so it’s an expensive option, but the solution of internal mouldings adopted by most boat builders today would add an unacceptable amount of weight.

The use of portable fabric stools that weigh only a couple of pounds adds to the flexibility of seating areas, without additional heavy and cumbersome fixed structures. They can be moved around wherever they are needed – at the interior dining table, around the cockpit table, or even at the dressing table or desk area in the sleeping cabins. They are hand made from discarded race sails by neighboring company 727 Sailbags, have a very lightweight filling and combine practicality with style. Marsaudon also uses waterproof beanbags from the same source in place of the sunbeds of conventional large cruising catamarans.

The galley is a lot more compact than that of a pure cruising catamaran of this size, but is nevertheless well appointed and has plenty of worktop space. However, the biggest differences are found in the accommodation in the hulls. While still comfortable and well appointed, these don’t offer anything like the volumes of stowage of other boats of this size, nor are there peninsula beds.

But in many ways that’s not the point. The cabins are still large, bright and airy by most standards, while additional stowage would inevitably encourage more performance sapping weight on board. In any case, how many shorts and tee-shirts do you really need to take for sailing in mostly warm parts of the world? A washer-drier features on the extensive options list.

On the plus side, the accommodation in both hulls is exceptionally well-lit, with huge beds aft that are almost square in shape. Our test boat was fitted out with an owner’s cabin occupying the entire port hull. This has a huge heads/shower area forward, as well as a great desk area facing a hull window at which I’m typing these notes. It’s a brilliant set up for anyone who works from home while on board and needs more privacy than is available at the big forward facing navigation station in the saloon.

How much does the imperative to keep displacement light impact on payload? This is only three tonnes and therefore much lower than that of many catamarans of this size. However, the boat’s speed potential means less time at sea when crossing oceans, which translates to a need for fewer supplies. Equally, while a large number of people can safely be accommodated for day sails and even the occasional weekend, this is not intended as a party boat. There is therefore ample payload for a typical crew of two to six people, even for extended periods.

ORC 57: On the water

We set off sailing upwind in 10 knots of true breeze close-hauled in a very easy and relaxed fashion, with the Ile de Groix rapidly looming large, even though the boat was far from fully powered up. The distinctive trademark bucket seats at the helm are extremely comfortable and in these conditions the boat felt very easy to steer accurately.

When tacking, careful helming with strategic luffs can take 90% of the effort out of sheeting in the headsail. Nevertheless, with the test boat lacking electric winches this has potential to be a very physical boat to sail, so you have to anticipate well in advance, especially when shorthanded. At the same time, the incredible amount of stability – even though this is not a boat designed to fly a hull – makes it easy to forget just how massive the loads are and the extent to which careful and disciplined crew work is essential.

On the downside, visibility from the helm is not all-round. While you can see through most of the coachroof, thanks to its large windows, there are blind spots which increase in size as the wind builds and heel angle increases by a few degrees. Nevertheless, in many ways this is no worse than a monohull where the driver can’t see past the jib.

After bearing away and unfurling the Code 0, we stayed at an easy nine knots of boat speed, with a true wind of only 12 to 13 knots at roughly 130 degrees and the apparent well forward of the beam. Despite the boat’s huge performance potential, the overall setup is refreshingly simple and it’s not intrinsically difficult to sail.

While we didn’t have the prospect of stronger winds during our test, the boat was thoroughly put through her paces during a delivery from Lorient to the International Multihull Show at La Grand Motte in the South of France. Skipper Bruno says that, after a calm Biscay crossing, they sailed down the Portuguese coast with a double reef and a Code 5 spinnaker, hitting 22 knots of boat speed. After bearing away at the southwest corner of Portugal, the breeze increased to 35 knots true at an angle of 130 degrees. They continued with two reefs but changed down to the J2 jib, hitting 25 knots of boat speed yet with dry decks. “We were not pushing it,” he told me afterwards. We were in delivery mode, so were taking no risks.”

Under power, unlike many yachts whether monohulls or multis, engine controls are replicated at both helm stations, making for easy maneuvering. Immediately on leaving the dock, we span the boat in its own length before heading out to the Rade de Lorient. There’s ample power from the twin 57hp engines which are located under the berths in each aft cabin. The only downside is visibility past the coachroof, though careful planning, along with the twin throttle controls, means this can generally be mitigated.

ORC 57: Ruperts verdict

Overall this is a very civilised execution of a boat with such great performance potential. In general it’s impressively well set up, with very high standards of finish and I came away thinking there’s not much I would change with the exception of electronics and foot chocks at the helm. However, all ORCs are custom builds in which the yard will work with owners to create exactly the boat that they want.

Nevertheless, this boat is very much at the top end of what many private owners might be able, or want, to handle. However, it’s not necessary to have a professional sailing background. There is a parallel here with the two-handed offshore racing scene, where many amateurs are now sailing at a level that only a few years ago would have been solely the preserve of professional teams. Surprisingly small amounts of coaching – which can be arranged by the builders – will get you started with the right approach to sailing this kind of boat.

A huge advantage is that a boat with this kind of speed potential opens up many options for cruising. A lot of ORC owners, for example complete a full Atlantic circuit every year. Equally, at a 10 knot average, Ushant is an easy 20 hour sail from the Solent and Denmark a similar distance in the other direction.

Blue water: 4/5
Performance: 5/5
Looks: 4/5

ORC 57: Specifications

Base price €1,085,000 ex VAT www.marsaudon-composites.com

• Hull length 17.58m
• Beam 9.0m
• Displacement 11,300kg
• Draught 1.65 to 3.3m
• Mainsail 107m2
• Genoa 84m2
• Fuel 2x 200 litres
• Water 2x 200 litres

Alternative boats

Outremer 55

Now part of the same boatbuilding group, the Outremer is less performance orientated but still extremely fast, while offering a set up optimized for fast blue water cruising. catamaran-outremer.com

Rapido 60

Rapido catamarans are built in Vietnam by a Hong Kong owner company. They are perhaps closest to Marsaudon in terms of producing amped up multihulls that can be comfortably cruised. The company recently hit the headlines when well known You Tubers Sailing La Vagabonde ordered a Rapido 60. rapidotrimarans.com

Windelo 54

Another catamaran offering excellent performance blended with very good blue water performance. The boat also offers a more sustainable performance, having hybrid electric motors as standard. cata-windelo.com

Read more:

• Southampton International Boat Show 2024 announces Christmas ticket offer!
• Inside Outremer Week’s ‘ladies only’ masterclasses
• Strong showing for Brits in storm battered Transat Jacques Vabre

The post Boat test: ORC 57 appeared first on Sailing Today.

Bavaria Yachts has founded its reputation on comfortable cruisers and their new C38 is the cornerstone of a new generation of yachts which are roomier than ever, Sam Jefferson reports.

Bavaria Yachts has always had a talent for giving the public precisely what it wants. And, no, that is not a racing yacht capable of foiling in 12kn of breeze. For most of the yachting public, our aspirations are a bit more prosaic and involve a comfortable yacht that is easy to handle, feels safe and sails respectably. Bavaria has proven itself to be one of the masters of providing boats that blend these criteria into an appealing and affordable product. The German behemoth did seem to have briefly lost its touch when it launched the rather elegant C65 but this moment of excess was quickly forgotten and the company has gone back to its roots, producing more modest yachts that appeal to a much broader audience.

Which brings me to the Bavaria C38, their entry levely yacht that was actually launched in 2021 and has become the workhorse entry level yacht of the range. Despite being named the C 38, this Cossutti designed yacht is actually more like 36’ on deck, with the fixed sprit/anchor roller giving her the extra 2’ or so in overall length. While 36’ might sound small by today’s standards, this would be misleading as the boat is anything but; the key takeaway from this yacht is the simply astonishing amount of internal volume. How has this been achieved? Let me chine a light on this question. Not so very long ago the accepted philosophy was that a boat was pointy at the front with a bit of taper aft. A design revolution took place when designers penning the lines for IMOCA style downwind racing machines realised that broad aft sections with a chine could significantly boost volume. All was well for a while but then a chap by the name of Sam Manouard drew up the lines of a mini transat that strongly resembled a bathtub, featuring incredibly full bow sections. Designers tasked with penning the lines for cruising yachts collectively stroked their chins and realised that they could win even more volume by running a chine forward to give full forward sections by flaring the hull shape out heavily above the waterline. This meant fine waterlines providing low wetted surface area and decent performance in light airs married to more power in a blow and also, crucially, yet more volume forward. The results have been fascinating as, suddenly, you have relatively small yachts with huge staterooms forward.

The Bavaria C38 was at the forefront of this design revolution and marked a real step change for Bavaria, being one of their first ever yachts to feature a chined hull. The result is a dramatic looking yacht with no sheer, vertical stem and transom, decent freeboard, a low coachroof which blends into the cockpit coamings and that big chine that runs from stem to stern. Below the waterline there is a 2.05m keel – which seems a lot for a 36’ cruising yacht (a shallow draft option is available, however), plus a deep single spade rudder. It’s safe to say that this is a dramatic looking boat that bears a strong family resemblance to the new C46 and the c42. I would say that in the case of the c38, the shorter length overall gives the boat a slightly squat look compared to its bigger sisters but it’s also fair to say that this is a dramatic and muscular looking yacht that certainly draws the eye. Sail area is decent but not excessive and the boat weighs in at a little under 10,000kg lightship.

On deck

Step aboard and you find yourself in a decently dimensioned cockpit. The coachroof has been pulled further aft to give plenty of interior volume but the beam of the boat aft ensures that there is still ample room and the twin wheels are also pulled right aft to open up more space but there is still a comfortable helming position outboard and flip up seats inboard with storage underneath and excellent access to the rudder quadrant in between. You feel securely enclosed by the raised bathing platform. The helm position is good but strangely I felt too tall for it when standing up (I am not a tall man) but very much at ease sitting outboard. The instruments are also nicely placed in the end of the coamings, with the chartplotter set into the end of the table  The running rigging set up uses four winches with a pair of primaries for the headsail set forward of the helmsman and tantalisingly out of reach and a second pair of winches set on the coachroof for the mainsail. There is the option of a self tacking headsail which further simplifies an already relatively simple set up. The seating area in the cockpit is very comfortable and the backrests are nicely angled to ensure a good lounging position and the cockpit table is well dimensioned. There is further locker space under these cockpit seats.

The bow has the now pretty much standard sprit and bow roller set up and aft of this is a chain locker with a big storage locker just aft of this and integrated into the same space. You could easily fit six fenders in here. The toerail is moulded in and looks very neat. The foredeck is large and there is even space on the coachroof for a sunbathing pad just forward of the track for the self tacking jib. The side decks are wide with the shrouds set outboard while the boom is high and well clear of the cockpit. The mainsheet is set up on the coachroof to keep the cockpit uncluttered.

Down below

The C38 has a well protected companionway with hinged doors rather than washboards and you descend down into the saloon via well angled steps. Once beolow you find yourself in a very light space that has a great feeling of space thanks in part due to the fact that the boat has immense volume but also because the interior fit out has been made to maximise this feeling of light and space. It’s almost aggressively modern in feel and perhaps a touch on the stark end of things but this could doubtless easily be softened up. As it is, it felt clean, uncluttered and, above all, spacious. The layout is pretty standard with twin double cabins aft, an L-shaped galley to port and heads/shower to starboard. The saloon features a U shaped seating area to starboard and a bench seat to starboard. The table is large and folds out to double width to straddle the cabin so you can seat eight in comfort. with a chart table set at the end of this. There is perhaps a bit of a shortage of handholds heading forward if you were being picky. Forward is that palatial fore cabin. The boat felt like a good liveable space – particularly for coastal and particularly Med cruising where you are likely to be in port most nights or perhaps on the hook.

The galley was a really good size with a large single sink, three burner cooker and oven plus a big front opening fridge. There are a number of layout options, with the most notable being a two cabin version as opposed to three and also the option of an extra heads/shower in the forecabin. I tested it in the standard format and I’m sure that 90% or owners will go for this layout. One minor oddity was the heads/shower which had a vanity basin with lots of room as you stepped in and a shower stall at the back of the compartment with the heads in the shower stall. It seemed a bit odd but it opened up the space and sort of makes sense. The big feature, however, was the palatial front cabin which really did feel like it belonged on a much bigger boat. There was access to the bed from either side and big cupboard space aft of the bed. The level of comfort was superb. The overall level of fit out was also excellent. Access to the engine was under the steps as you’d expect and was very good.

Under sail

We set out from the Hamble River on a grey day that at least delivered a pleasant 12kn breeze. We didn’t venture out of Southampton Water so enjoyed flat water and the usual endless procession of ferries calling for vigilance. The boat was equipped with in mast reefing and a self tacking jib and this made getting underway incredibly sinple. The boat was surprisingly lithe and nimble for a big cruiser and the single rudder had vary good feel. It’s also worth noting that this single rudder was also something of a boon under power, making manoeuvring very simple. Anyway, under sail, the self tacking jib really made things a breeze and we were bowling along at 6kn and spinning through the tacks with ease. I suppose the only slight grouse would be the fact that the primary winches are just out of reach of the helm. Not a big deal with a self tacker but something that nonetheless struck me as a strange oversight. Other than that, the boat was well behaved, manageable and good fun. Off the wind, we were definitely a bit underpowered thanks to the self tacker and lack of a Code Zero. This was a shame as, given the level of grip and control that rudder provides, combined with that powerful hull shape would make for really decent performance with a bit of extra power.

Sam’s verdict

Bavaria were not trying to reinvent the wheel with the C38; they wanted a high volume pocket cruiser that took maximum advantage of the latest trends towards fuller bow sections to boost volume. They have certainly achieved that and the C38 delivers very good performance to boot given that it has few pretensions of being anything other than a comfortable cruiser. The interior fit out was excellent and the amount of space inside suggested mission accomplished as far as Bavaria are concerned.

Rating

• Looks: 3/5
• Blue water: 3/5
• Comfort: 5/5

Specifications

Length overall  11.38 m (37’4″)

Beam overall  3.98 m (13’1″)

Cabins  2/3

Draught (Standard keel)  2.05 m (6’9″)

Draught (Shallow Keel)  1.65 m (5’5″)

Mainsail  46.0 m² (495 sq.ft)

Displacement: 9.386 kg

Engine Power  21.3 kW (29.3 hp)

Contact: clippermarine.co.uk

Alternative boats

Jeanneau Sun Odyssey 380

A stylish Marc Lombard design that mixes dramatic styling with, you guessed it, lots of interior volume thanks to full forward sections. This boat is a lively performer which has an interesting forward berth which is offset to starboard.

jeanneau.com

Beneteau Oceanis 37.1

Another Marc Lombard design from the French masters of mass production. The 37.1 is a sprightly performer that is easy on the eye and shares a fair amount with the Sun Odyssey 380.

beneteau.com

Hanse 388

This Judel/Vrolijk design has bee around for a few years now and, as such, boasts more classical styling than some of her rivals. The boat features finer forward sections and no chines. This is a proven performer that is well respected for its performance and ease of handling.

Inspirationmarine.co.uk

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