When the Beneteau Oceanis 58 was announced, it was cloak and dagger enough to border on comical. All we were given was a link to a website showing twinkling stars and describing a 'voyage to the edge of infinity'.....

Lost in translation

Something was being lost in translation, but I at least felt it must be something special.

When we did finally get some graphics through, however, I was left feeling a bit disappointed: it looked like a conventional Beneteau Oceanis, with a big spoiler-and look, they’ve forgotten to put a dinghy garage on, surely a mistake.

Oh, how wrong first impressions can be! In fact, those two design features form the pivotal part of functionality aboard this boat.

And function is key. As this boat is designed for owners, everything centres on their being able to circulate easily, with the interior boasting many home luxuries.

Who wears skirts?

So having been initially sceptical about the aft ‘skirt’, I’m now convinced that it offers a unique solution to the after end of a cruising boat.

Not only does it provide practical tender stowage and an easy boarding method, but in estate agent terms, it creates a superb ‘sun terrace’ aft, while providing aft-facing water views for the cabins.

The only real downside is losing the locker space of a garage, but there remain two lockers under the deck large enough to take a deflated 2.8m inflatable, a huge dedicated liferaft locker on one side and a double/large single gas locker on the other – plus stowage under the helm seats and the sail locker forward.

Three main options are designed for the tender stowage.

Forward cabin: the whole island double, with seats each side, ingeniously raises on gas struts for stowage boxes below.

Small stainless arms fold out of the swim ladder locker to form a slide to haul the dinghy aboard either athwartships (2.8m inflatable) or lengthways if only going a short distance.

The second method is to opt for a large aft arch, which has davits for the tender and carries large solar panels and two wind generators for sustainable energy solutions.

Alternatively, there’s an extendable hydraulic gangway with davits to lift the dinghy (still in design).

The companionway is another central feature, both in design and functionality.

Aft cabins: the (almost) water level windows aft transform these cabins ­eliminating any common claustrophobic associations

The ‘washboard’ raises and lowers electronically, controllable on a wireless fob – a bling addition, but one Beneteau went to lengths to prove was a practical, durable feature not a gimmick.

The top slides conventionally and the whole of the supporting companionway is in tinted Plexiglass for added interior illumination.

Sailing the Beneteau Oceanis 58: Hold on tight!

True to Oceanis form, it’s all about options – and there’s a whole heap of them in the sail department, including canvas (ours had the optional Mylar Taffeta) and downwind options (symmetrical kite, A-sail, Code 0) plus manual and electric furling genoa and two staysail versions.

But perhaps the development has all gone into creature comfort, as sailing pleasure is wanting.

There were two main issues that marred our sail: too much load on the helm – yes, a hydraulic autopilot ram is attached, but steering needn’t be a constant workout – and the complete lack of bracing for the helmsman.

An optional widescreen plotter sits on a revolving ball and socket joint on the aft of the cockpit table to view from either helm.

Unfortunately, this hampered upwind work as the helmsman needed to cling onto a rail with one hand at all times.

If gravity won, it would be an unnerving fall to leeward!

The seats are flat all around, so are neither comfortable, nor contribute any bracing support at heel.

The crew are better off, with good bracing positions thanks to a long table with grabrails and a host of comfortable places to relax, but the coamings are a little angular.

That said, in 16-23 knots we were averaging a solid 8 knots upwind at 30° A.

Her full body dealt dismissively with the sharp swell and it was turning to go with it on a broad reach where she hit more impressive figures of 10-11 knots.

It is the first time Beneteau have done an arch – a good solution to keep the mainsheet out of the cockpit.

Likewise close reaching for the cardinal bouys outside the entrance to Les Sables saw her maintain 9.5+ knots.

As standard there’s just one dual-speed electric winch to tackle the halyards and mainsheet, but with a 92m2 genoa, it’s a battle on the primaries to get her to tack through 85°.

So while this is a versatile sail set-up-three-reef mainsail in lazy jacks and 120 per cent genoa – opting for electric primaries would make life easier.

Once the elusive groove was found, she carried good boatspeed.

There are a host of options in the sail department, but performance was disappointing.

She’s a little wet on deck, but I’ve no doubt at that stage most cruising folk would be comfortably tucked under that regal spray hood with its superb forward vision.

The helmsman can reach the mainsheet winch at a push and has full control of the primaries.

The arch carrying the sheet does serve to raise the boom 2.5m off the cockpit sole, hence a tall rig, however the main has been given a reasonably deep second and third reef.

The smoothness of the 14ohp VW engine is immediately apparent, with none of the throbbing and shaking Beneteau clients may be used to.

Inside the Beneteau Oceanis 58: Step into the ballroom

The shallow staircase leads sedately into a very spacious, light, bright and comfortable home.

It may be Hanse shiny and it’s a world away from a traditional layout, but as with the Jeanneau 57 there’s no denying the innovation.

While grab bars still need to be added – we felt their loss while sailing – it’s not too open to traverse, the corners are all well rounded, there’s abundant light (all LEDs), plus a plethora of comfortable seating options, most with good views.

Navstation: this is actually referred to as a ‘desk’, so yes it’s big and sociably adjoins the saloon.

Decor is in the new mahogany Alpi set off against white headlining and furnishings – in our case in optional leather.

We sailed the three-cabin option with two double ensuite aft cabins: the starboard side is a large VIP version (or owner’s cabin in four-cabin layout), with a berth that splits into two doubles and vanity table, while the portside has day-heads access.

There are plenty of home luxuries/novelties, including options for electric opening blinds, and a slide-up flatscreen TV, plus double the amount of charging outlets than on previous Oceanis models.

Galley: spacious once again, with two­tiered work surfaces and a G-shape lip for support while at the stove.

Plus touches like leather magazine pouches breaking up the monotonous Alpi.

This time Beneteau integrated all the optional equipment at a design stage to try to ensure there’s enough room for the optional extra tanks, fridges, stowage etc.

With the maximum tank options, she carries over 1,000lt of both fuel and water.

Saloon: designed around relaxation and space.

Perhaps I’m getting picky, but I couldn’t understand why Beneteau didn’t incorporate more overhead hatches in the saloon – or at least increase their size. The Jeanneau 57 wins there.

But it’s the ultra-shallow staircase aboard the Beneteau Oceanis 58 that will win the most admiration – the deep, wide steps are set at a civilised 45°, which makes entry into the interior gentile and effortless.

Teething troubles

This project has not been without its share of problems, as this was the second prototype of the model and still had some sloppy finishing. The first owner’s boat has yet to be delivered.

But in terms of ease of living aboard, try walking onto the Beneteau Oceanis 58 from aft, through the large cockpit, breeze down the world’s easiest companionway and into the near single-level interior and you’ll see what I mean – it would certainly convert a few motorboaters, especially with the effect of the aft cabin windows.

First published in the January 2010 issue of YW.

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This is called a Jeanneau 57 for a reason. Neither a Sun Odyssey, nor a Deck Saloon (DS), this model marks a smart new family line.

New family line

A staggering 370 54DSs have sold in six years -“In a market we were unsure of, that was our big success story,” says Jeanneau’s sailboat product manager Erik Stromberg – but the 54DS is being replaced by the new 53 that follows in the Jeanneau 57’s wake.

The group operate on short cycle lives of models to keep on top of technology, so with the Jeanneau 57’s evolution, Jeanneau wanted to offer clients more “without actually changing their world in terms of size,” says Stromberg.

And it has already demonstrated brand loyalty – eight clients ordered the Jeanneau 57 on the designs.

Navstation: tidily incorporated into the living are, the leather-top chart table lifts and slides neatly out of the way.

“People like to have the newest thing on the market – whether iPhones or yachts,” maintains Stromberg, “so while it’s still a gamble, for us to do nothing was the real risk.”

As 80 per cent of Jeanneau’s clients are previous owners, it was important to keep the family lines of Oydssey and DS, but they wanted something that appealed to both.

Hence down below is a cross between the two.

Galley: one small step down, so the galley slave is on the same level as those seated in the saloon.

The deck keeps its lines without needing that contentious DS bubble, while you can still see out from below.

Layout options are very versatile, which has led to the model being nominated for this year’s European Yacht of the Year.

The test boat was a five-cabin, three-head option, but three and four-cabin versions are available.

Bristling with ideas

This boat is bristling with good ideas, the transom/garage set up in particular (see panel) and also the boom/mainsheet arrangement.

An 18-month collaboration project with Harken has resulted in an in-boom electric sheeting system using a worm gear that moves back and forth along a series of cars inside the boom to sheet it in and out to the coachroof.

”The market loves the automatic options on this size of boat,” declares Erik Stromberg.

Hence bowthrusters are actually mandatory – these are built into the hull mould-and nearly all clients choose in-mast furling.

It’s a sign of the times that Jeanneau do in-mast down to 30ft and bowthrusters down to 36ft!

Sailing the Jeanneau 57: Comfort first

With in-mast furling, roller reefing and in-boom mainsheet control, hoisting sail was obviously a doddle – albeit not the most beautifully set.

The Jeanneau 57’s displacement rode the 1.5m short swell obediently, although she begged for a few more knots of breeze.

Immediately apparent though is the nasty play in the wire-linked steering with chain sprocket and a lag in response time.

But remembering the benefits to the cockpit layout that her twin helms provide, it’s a forgivable crime.

The Jeanneau 57 is bristling with good ideas, the transom/garage set up in particular and also the boom/mainsheet arrangement.

The log threatened 8 knots in 10 knots of breeze on a close reach.

Try to coax her much closer than 55°T (35°A) and she drops a knot in complaint.

When the breeze rallied to a Force 4, she hit the mid-7s close-hauled, losing half a knot when punching the swell.

With the light wind and a torn A-sail, offwind performance was, at best, limited to a dull 5-knot plod.

The cockpit is cleverly segmented to keep sail systems separate from the social area with its exceptionally comfortable lounging benches.

But as we approached the cardinal mark off the entrance to Les Sables d’Olonne and hardened up in flat water, I began to feel a little like a returning Vendee Globe sailor .

Laying the tight channel at 8+ knots, felt jubilant enough to turn round and do it again: so she’s not without spirit.

The helmsman has powered primaries and an optional powered main sheet to hand.

Backstay and engine controls are by his feet and genoa car adjusters lead through clutches to the primaries.

The flat sundeck/helm seat is uncomfortable for long periods without the cushions, but sitting out on the flat side decks works well.

The standard keel is a 2.5m long chord fin keel, with a 2.1m shoal draught option, complemented by a fully balanced rudder.

The ‘driving´ area aft has twin helms and primaries to hand.

Standard sails are Mylar Taffeta, but in an effort to veer away from cruising laminates, Jeanneau have chosen Incidences Sails’ Hydronet, Dyneema thread woven with Dacron to avoid trapping moisture.

Nethertheless, the in-mast tri-radial main with negative roach was always going to struggle to impress, proving pretty shapeless and gutless (fully battened main on lazyjacks is offered).

A 125 per cent genoa allows for the mast to be sited forward, which in turn keeps the mainsheet out of the cockpit.

The standard version leads to the coachroofwinches, with an alternative sheet option leading to aft quarter winches.

And the Sparcraft mast and boom suits the optional lick of paint-a worthwhile cosmetic upgrade.

With the 140hp VW in play, she produced 8knots at 2,000rpm, and once I had way on astern (essential), behaved obediently when docking against a breeze.

Jeanneau 57 layout: Versatility incarnate

The Jeanneau 57 is blessed with one of the most versatile interior layouts you’ re likely to find on a production boat.

The test boat used a combination of various cabin options to show what can be done, but we also visited No 2 in build to see a master cabin aft layout.

Having forward cabins that can transform in minutes from a three-cabin layout to an owner’s/double cabin is a real sales point.

The test boat was a five-cabin, three-head option, but three and four-cabin versions are available.

These passageway cabins just forward of the saloon are split 60:40 with Pullman to port and double to starboard, thanks to a removable dividing bulkhead, a modular cabin system originally devised for the 54DS.

Both have ensuites and the double has a collapsible leaf and room enough to stow the bulkhead system below.

This option is often taken with a master cabin aft, so while most may sail with fewer people than a conventional 40-footer, owners at least have the option of hosting numerous guests or family.

Saloon: light and spacious, sensible, with no large open spaces and grab bars aplenty.

However, 50 per cent of sales are for forward master cabins as Med clients like to be away from the dock.

Presenting this combination of options is about “trying to find a balance between what customers want and staying in business as a production builder,” according to sailboat product manager Erik Stromberg.

Who adds: ”There’s a world of semi-custom builders above this size.”

Past master

The aft master cabin is very spacious, with plenty of headroom, thanks to the bridgedeck, and a separate shower in the ensuite.

If you choose the twin aft options, as ours demonstrated, these have single berths that join to make doubles, perfect for varying guests or for charter clients.

Even the tanks are versatile. One of the three 310lt water tanks can convert to an auxiliary fuel tank to boost the 420lt if you opt for a watermaker.

The huge companionway has curved plexiglass doors that recess into each side like the patio windows on a gin palace.

It’s then a long way down five steep steps – markedly in contrast to the Beneteau Oceanis 58.

And they only have non-slip on the leading edges – too easy to slip, in my view.

The finish is satin-look Alpi, with blonde teak soleboards to complement the light decor.

The majority of sole panels lift on gas struts, offering good stowage.

Soft returns are used on drawers, the engine and genset insulation has been greatly improved, pumps are mounted on rubber feet, and fridges are keel-cooled.

First published in the January 2010 issue of YW.

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Béneteau’s ground-breaking Sense range is leading the way in stylish living and home comforts afloat. Toby Hodges sails the first of the range, the creative Bénéteau Sense 50

Like it or not, newcomers to sailing are buying larger boats.

For many people, ease of living aboard is now the focus.

Bénéteau’s striking new Sense range takes this trend to greater extremes than any production boat we’ve seen.

In fact, its open-plan living area and en-suites seem nearly as suited to a two-bed flat with sun terrace as to a yacht.

Apart from extreme aft beam, twin rudders and chines, a pivotal design decision was to dispense with aft cabins.

By keeping all accommodation forward and lowering the cockpit sole, the boat divides into three, yet with little or no barrier between outside and in.

Features such as the mainsheet arch, open transom and large plexiglass windows were trialled with success on the Oceanis 58.

But at nearly half the price yet most of the volume, the Sense seems tailored to suit the cruising couple looking for sailing indulgence.

Groupe Bénéteau’s Yves Mandin says the Sense concept grew from the cruising market’s shift towards deck saloons and catamarans and the desire to create a design with comfort and elegance.

“We also wanted the boat to heel less,” he adds, stating that the Sense will heel 5˚ less than the Oceanis.

The design is rooted in an 118ft concept that architects Berret Racoupeau created in 2006.

Bénéteau liked the Evoe, asked for something similar, but smaller and the Sense was born.

“More comfort, less technical will be much better for the sailing market, with a focus on ease of living 24/7,” says Olivier Racoupeau.

Outdoors was also central to the design – it had to be very big and wide – while an option for a crew cabin was required for markets such as Turkey.

Following the development of four prototypes, build for the Bénéteau Sense 50 began in November and Bénéteau sold 20 during the autumn boat shows.

Half the buyers to date have chosen the Dock&Go joystick steering Half have also opted for crew cabins.

A Sense 43 will be at the London and Düsseldorf shows, and a 55 will follow next summer.

Sailing the Bénéteau Sense 50

For our test, Les Sables d’Olonne provided flat seas and a crisp Force 5 to 6.

Yves Mandin recommended we reef at around 17 knots and I soon appreciated why.

With the lot up for the photoshoot, she was fully powered up on a broad reach.

Armed with a tall rig for lighter airs to propel all that wetted surface area, the Sense certainly prefers to be sailed fairly flat.

As it was, I could sense the power available, but at the expense of feel – with little feedback from the twin rudders, she was hard to keep in a groove.

Out of the water, the rudders had looked deep and close together, meaning they would be constantly submerged.

This could account for the drag and lack of feel. Yet she trucked along nicely, taking a gust with a gentle heel, and accelerated easily.

The helmsman’s seats can be raised for easier access to the bathing platform.

With a reef in the main and three rolls in the genoa, she was more enjoyable and well balanced.

She still wandered, but made over 7 knots, albeit only at 50-55˚ – pointing is not the Sense’s forte – and tacking the 105 per cent genoa was effortless.

She would be easy for two to handle, or even solo with an autopilot.

Under full genoa and with the wind on our quarter, the speed increased a knot and a half.

The main disappointment was not being able to assess her downwind credentials fully because the wind was deemed too strong for the cruising chute.

It seemed difficult for the helmsman to stand or sit to windward on our test boat – Mandin said an angled sitting-out seat and a raised foot-chock was being added – but the helm seats did offer lavish comfort.

These lift up for access to the bathing platform, but I found the gap between the backrests and pushpit quarters a little alarming.

One benefit of lowering the level of the cockpit sole is low freeboard, which is uncharacteristic of today’s voluminous cruisers.

It also ensures you’re never too exposed while still commanding uninterrupted views forward.

Down below those large hull windows allow good visibility to leeward, and getting across her wide beam proved problem-free.

Mooring Nintendo-style

“It’s a game,” is how Bénéteau describe their joystick-controlled 180° rotating saildrive Dock&Go system.

This is one of the most intuitive systems I’ve ever used.

Within seconds, I had this unfamiliar 50-footer parked against a finger berth in a Force 4-5 crosswind.

Developed with ZF (German) and Yanmar for their 75hp engines, the system is exclusive to Groupe Bénéteau for three years.

Apartment interior of the Bénéteau Sense 50

Three shallow steps lead into an apartment of an interior.

Spacious and social, the Sense is in a league of its own in terms of comfort, light and views.

Saloon seats face the linear galley with an island unit, aft-facing windows blur the division between outside and in, and a vast beam and 7ft headroom create abundant space.

Our test boat had all the electric options – blinds, TVs, tables and washboards.

The island hides a flatscreen TV as well as a bench for extra seating around the table or it can be used for stowage.

It also offers security in the galley and while moving forward.

Our boat had the office over the Pullman berth option, which puzzled me initially.

But given that it’s rare for couples to sail with more than one set of guests at a time, two double en-suites makes sense.

Numerous down-lighters and indirect lighting help create an inviting ambience after dark – central to the apartment feel.

Batteries, water and fuel tanks are in a spacious bilge under the central raised saloon sole.

The sleeping and accommodation zone is forward, away from the dock, while machinery (pumps, genset, etc) is aft to reduce noise further.

A closer look at the Bénéteau Sense 50

Saloon

Two modes: conventional, which seats six around a fold-out table (including the pull-out seat from the island); or suave, created when the table is lowered to form a cocktail table and the navstation seat raises at the end, chaise-longue style.

There is limited stowage, with only a couple of raised lockers and little room below the berths.

A practical option for this lowered format would be to create a large double berth (not yet an option).

There is limited stowage, with only a couple of raised lockers and little room below the berths, but there’s certainly room elsewhere on board.

Master cabin

Certainly comfortable, though a bit of an anti-climax in comparison to the rest of the Sense.

Stowage is limited, but well arranged, with a mix of drawers, cupboards and his and hers wardrobes.

Stowage is limited, but well arranged.

Headroom and light are impressive, and the en-suite contains a separate shower.

Galley

With its abundant natural light, views and headroom, the galley is welcoming to the novice nautical chef.

A long worksurface, which can extend over the stove, moulds seamlessly into a large double sink.

The galley is welcoming to the novice nautical chef.

Stowage includes a 2ft deep bilge with liners; a large fridge with front and top opening and optional coolbox; plus a double slide-out bin.

The aft windows also aid interaction with the cockpit.

Navstation

An extension of the saloon, with the inboard ‘chaise-longue’ making this a practical option on port tack.

But it feels odd not to have a backrest. The chart-table is wide and there’s reasonable raised locker stowage.

Wiring access is good via the port cockpit locker/crew cabin.

The aft- facing table allows excellent contact with cockpit or starboard helm.

Office/Pullman

Maximises space through a large sliding door. In office guise, mattress cushions designed for the desktop store neatly in an alcove, allowing for a makeshift single cabin.

Cupboards and drawers surround the desk – even the stool top lifts for stowage or waste area below.

For and against – Interior

Fors

• Touches like chunky door handles throughout, powerful door magnets or slats under the bunk give the Sense the feel of a high-quality boat.
• Metal nipples on the sole boards prevent creaking.
• All drawers have soft-closing latches and raised lockers have slow opening hinges.
• There’s an impressive amount of extra stowage beneath the cabin sole – all boards lift on suckers and lining trays are used.

Against

• White leather is an impractical option and although the cream head and side lining are very smart, they were already decorated in numerous grubby handprints. Could be more durably attached too.
• Look hard and you can see the telltale signs of the production prototype such as bare plywood mounts and flimsy panels in front of the blinds.
• Engine access was acceptable, but we took issue with the complete lack of generator servicing access.

Bénéteau Sense 50 verdict

There will be traditionalists who despise the Sense, but I champion it as an agent of change.

It is the antithesis of the traditional dark yacht interior and its space, comfort, light and views are unrivalled for those who cruise in warm climes.

“It’s about broadening people’s thoughts about how to live on a boat as a couple,” says Bénéteau’s Yves Mandin.

I like what Bénéteau have done here. There are some prototype finishing gremlins, but there’s so much creative thinking and innovation aboard that to my mind this boat is the talking point of the year.

It proved quicker and more powerful than the Oceanis 58 on which it was modelled.

The Dock&Go joystick steering deserves an award in its own right and with her modern design the Sense seems likely to win Bénéteau a new client base.

Our test conditions showed she is rigged for light airs, but she’s happier when sailed flat, so it’s best to respect the powerful form produced by her generous beam.

The true test of the Sense would come at anchor in an idyllic Mediterranean bay; taking a stroll from the master suite to the transom and diving overboard or simply relaxing on deck.

Maybe next time!

First published in the November 2010 issue of YW.

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When surfing superstar John John Florence took his Gunboat 48 on a 2,500 mile cruise to remote Pacific islands he found a thriving ecosystem that may give us all cause for hope. Toby Hodges reports

Some folk seem to have it all. At 28, John John Florence has already enjoyed a career as one of the world’s most talented professional surfers. He lives on the north shore of Oahu, opposite the famous Pipeline wave which he is renowned for dominating. And when he’s not touring the world competing on the World Surf League (WSL) tour he’s surfing optimum waves with his younger brothers.

Born and raised in Hawaii, John John Florence recently married Australian model Lauryn Cribb and qualified for the Tokyo Olympics representing the USA surfing team. So what does someone who seemingly has it all do when not surfing? He sails.

‘JJ’ began sailing on a Hobie and a J/35 but has progressed to a foiling Phantom 18 and a Gunboat 48. He is also in the business of inspiring dreams, thanks in part to his production company, Parallel Seas, which documents his water exploits in video – including his recent cruising in the Pacific.

In 2019 John John Florence tore his anterior cruciate ligament while competing in Brazil, an injury that forced him out of surfing for a few months, but gave him a rare break to sail his Gunboat to some isolated Pacific islands.

It also unlocked a once-in-a-lifetime opportunity to stay on the protected atoll of Palmyra, giving Florence and his crew the chance to witness the unique conservation work happening there.

Vela’s Pacific voyage involved a month-long return trip from Hawaii to the northern Line Islands. Photo: Parallel Seas

The trip made for a beautifully shot travelogue-style video series named after his Gunboat 48 Vela and it has turbocharged Florence’s cruising experience. I spoke with him in March after he landed in Sydney for the 2021 Australian leg of the WSL tour, where he was able to describe their cruise in detail from his COVID quarantine.

Hawaiian explorers

For Florence’s first big cruise on Vela after a year and a half of ownership, he and his regular crewmates brother Nathan, close friend Kona Johnson and photographer Erik Knutson were joined by French pro skipper and multihull sailing veteran Jacques Vincent, on a month-long voyage to the Line Islands.

“I had been competing on the road and the way our tour system works with surfing, it doesn’t really allow a lot of time for doing bigger trips like this,” Florence explains. “Getting injured kind of gave me that silver lining to go sailing and do this dream trip I’ve been wanting to do.”

As one of the closest Pacific islands to Hawaii, and one with renowned waves, Fanning Island, some 1,200 miles south, seemed like the logical destination. The Line Islands chain stretches across the equator, in the midst of the Pacific wilderness.

“When I started looking into the chain and Palmyra, and seeing what they were doing down there through The Nature Conservancy, I was pretty amazed. It falls right into a lot of the stuff that I like to support in my life, just growing up in and around the ocean and naturally wanting to protect it.” He contacted the scientists on Palmyra and managed to arrange a stopover to learn more about the conservation underway there.

Vela departed Honolulu in the Hawaiian summer of 2019. Planning was one of the biggest challenges, says Florence: “It felt particularly hard because it was going to be a month long… there’s no fuel down there, no food that you’re picking up for the most part. And five grown men eat a lot of food!”

“It just never feels like you’re ready to go. Yet the moment we left the harbour and raised the main you just settle in and all of a sudden it feels incredible – like you’re more than ready to do this.

A mix of wind and doldrums for Vela’s John and Nathan Florence and Kona Johnson on passage to the Line Islands. Photo: Parallel Seas

“Sailing for days and days like that, it’s pretty cool how your world just shrinks down so small, to what’s there in the moment around you.”

As well as the more regular passage routines such as changing sails, reading books, fishing and cooking, the videos show the Vela crew ‘exercising’ too. This entailed somersaulting off the bows, towing themselves behind trailing lines, paddling around the boat, holding onto rudders or daggerboards in lulls, and ‘surfing’ on the trampolines in swells.

John John Florence found the wave patterns in the doldrums of the deep ocean fascinating after being so familiar with surfing swells that come from one direction. “It was just this really weird looking movement of the water that I’ve never really seen.”

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He was hungry to absorb knowledge during the passage and studied the weather and routing. Sailing in strong and gusty winds in Hawaii gave him a good grounding. “Once we got away from the islands, it became relatively easy. The wind gets a lot more consistent and you can kind of just tell what the weather’s going to do more easily. So I just became so much more comfortable sailing the boat.”

“Another thing I learned was just having the appropriate sailplans that you can comfortably sleep at night with no stress when you’re off watch.”

A conservative amount of canvas suited the crew’s experience level and the squally weather. “The first couple of nights we had 20 to 25 knots of wind, with big squalls coming through pushing up into the mid 30s. And so it was about having a sailplan set up for that at night, just so you can bear off and be totally fine without having to race out and put a reef in.”

Florence is using his voice to help effect environmental change. Photo: Parallel Seas

Sailing sensibly is probably not something that comes naturally to someone known for making riding Hawaii’s most notorious waves look effortless. “We definitely still went through some things breaking, which happens every time you go sailing,” Florence admits.

This included breaking the storm jib soon after leaving Honolulu and discovering a bent rudder pin, which meant they had to sail on one rudder for a few days until a repair was fashioned.

Palmyra: the island of hope

As land came into focus the crew was rewarded with the sight of a sheer abundance of seabirds, the first sign that life is thriving on Palmyra. From the plush, dense green vegetation, to the transparent waters, teeming with marine life and blooming corals, it’s unlike anything Florence and his crew had ever seen. Thanks to their photography, it’s something we can bear witness to too.

“It’s a very, very protected little piece of land on earth – but it wasn’t always that way,” Florence comments.

“In World War II the military pretty much decimated the entire island.” The Nature Conservancy bought Palmyra in 2000 with the aim of protecting endangered marine wilderness and setting up a base for conservation science. The military’s deforestation, combined with copra farming and an infestation of black rats, had left the island virtually barren. The Conservancy says its rainforest restoration project aims to restore the ecological balance.

“It’s unbelievable to see how it can come back,” enthuses Florence. The Vela crew spent a week living ashore with the scientists, learning about the work they are doing, snorkelling over the reefs and filming some breathtaking footage that helps highlight what can happen if the circle of life is allowed to flourish.

A surf pitstop at remote Washington Island. Photo: Parallel Seas

In the video series, the Conservancy’s Chad Wiggins explains how it operates within the Hawaii Chapter, in all 50 states and in 72 countries. “Here we take care of an innovative research station focused on climate adaptation and resilience.”

Kydd Pollock, another conservationist living there, thinks Palmyra can become an international baseline to show what a tropical ecosystem is supposed to look like when all its links are intact.

The footage shows us in HD quality how the coral reefs are restoring themselves quicker than anywhere else because nature’s chain, including plankton, fish, seabirds, trees and soil, has been restored to balance.

“Palmyra has all the links,” comments Florence’s brother Nathan. “A lot of places are missing those links or have too much of one. If you can just click them back together, then nature will do the rest”.

“It taught me how nature can heal itself a lot quicker just from being in such a healthy state,” John Florence tells me. “It also opened my eyes up to the rest of the world and changing things without too much change, if you know what I mean.”

He is referring to the idea that introducing small local measures can allow nature to regenerate. Near his Oahu home, for instance, an area was sectioned off to encourage seabirds to return. “It started really small. And over the past year or two, it’s pretty amazing how many big seabirds are now coming back to nest in that area.”

Secluded waves

After an enlightening week on Palmyra, the Vela crew stopped at Washington Island to sample some stunning untouched waves before pushing on to Fanning for another 10 days of surfing and exploring the reefs.

Having spent three quarters of my life addicted to surfing, I can safely say that anyone who sails and surfs will always dream of doing a trip to a remote island with perfect empty waves on tap. So how hard was it for John John Florence, strapped in a knee brace at the time, to have reached such a destination and have to watch his brother and best mate surf?

“Yeah, that was a little bit of a nightmare at times,” he laughs. But belly surfing, riding a paddleboard and just swimming in the waves proved replenishing enough. “I remember this one afternoon when there was no wind and the waves were really fun – I went out by myself and I was just riding waves on my stomach and just have never felt better.

“But at the same time, getting to explore those places are all big parts of what I want to do in my life. So I felt pretty filled-up from just being able to check out the other sides of Fanning and take the tender and go through all the reefs – and even just sailing there in general. Those are all really big challenges and they made it really, really enjoyable.”

Florence was taken with the sense of exploration and inspired by the locals. “People on these islands are catching the majority of their own food, are completely off the grid – living their lives in the moment. They are always thinking about what they can do today.”

He also enjoyed learning more about the independence sailing brings and the energy management of his boat.

Stunning drone footage from Fanning Island. Photo: Parallel Seas

“We had a Watt&Sea [hydrogenerator] on the back as well as the solar on top. And I was amazed that we didn’t have to charge our batteries from the engine once while we were sailing – that’s pretty incredible.

“You’re running the fridges, the autopilot, the lights, computers, cameras, everything. And the RED cameras [we use] have real big batteries that take a lot of power.”

There are 8x145W and 2x140W of flexible Solbian panels on Vela’s coachroof. “It’s amazing how much power the solar gives, especially somewhere like Fanning, where it’s just sun for days and days.”

The price for the pleasure of the voyage finally came with a six-day beat back home in 20-knot plus winds. However, Florence is pragmatic about how all these sea miles have helped fill him with confidence both to do more cruising and to two-hand the boat with his wife (Space X is a short film documenting the couple’s first full tour around Oahu).

Recovery from a cruciate ligament injury meant John John Florence could only watch as his crewmates made the most of the surf opportunities. Photo: Parallel Seas

“The more I sail, the less of a time schedule I want with it,” he muses. “I think that’s the ultimate dream – all of a sudden you have access to be able to surf these amazing waves in parts of the world that people can’t get to without a boat.”

Stimulating dreams is a key part of what Florence does. “That [Line Islands] trip really made me realise that if you can inspire people to get outside and go sailing or be in the ocean, they will get a feel of how great it is… which makes [them] want to protect it. I think when people feel it for themselves, it has so much more of a bigger impact.”

Many of us may not feel ready to try and aspire to such an adventure. “One of the biggest lessons I learned was that you’re never going to be as ready as you want to be… so at a certain point, you kind of just have to go. And I think if you take it slow and easy, it’s pretty doable to do these bigger ocean crossings.

“Once you’re on the boat and you get in that rhythm, it’s pretty incredible the way the world opens up.”

John John Florence

The 2020 Pipe Master is modest about his sailing, but the footage I’ve seen of him helming his foiling Phantom show he’s clearly skilled. He has sailed since he was a teenager, starting on a friend’s Hobie monohull dinghy. “I bought a Laser 2 then started sailing around on that, flipping it and breaking things.”

John John Florence took his first big sailing step with buying and cruising a J/35, which he loved: “There’s a lot of learning to do, especially in Hawaii with so much wind… so learning by doing is I guess how that went.”He describes how sailing became the natural way to explore. “It’s this mixture of exploration and the challenge of getting somewhere. I’ve always just been interested in the way it works”.

Despite his elite sporting success, Florence comes across as grounded and eager to keep learning. He met snowboarder Travis Rice in Tahiti where he was introduced to sailing Rice’s Gunboat 48 Falcor. “We started talking about passing the torch and the timing just kind of worked out,” Florence explains. Once Rice had sailed to Hawaii, Florence bought the boat and rebranded it Vela “after the Southern Hemisphere star constellation”.

He admits it was a leap moving up to a near 50ft performance catamaran, but Florence befriended Jacques Vincent, a former crewmember of Hydroptère, who was able to share some of his experience.
“Jacques essentially just showed me how to go slow,” he chuckles, “which is a good thing because when I first got the boat I just wanted to push it, I wanted to go fast.

“When you don’t have that knowledge or the right crew, then pushing a boat like that can be just dangerous. But that’s the amazing thing about these light multihulls: you can go pretty quick with a pretty small and safe sailplan.”

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A bit of fresh thinking – or in Bavaria’s case, a deluge of fresh thinking – goes a long way, especially when it’s from the minds of the Farr and BMW design houses. Toby Hodges joined the debut trials of the Bavaria 55 Cruiser, a radical new flagship from the German production giants

Without meaning to be cruel, a recession can sometimes be a mixed blessing for the consumer. It ensures the survival of the fittest among manufacturers, who have to sharpen up or be outdone by the depleting and ever more ferocious competition. Take Bavaria, who have acted boldly on a key market trend to produce the Bavaria 55 Cruiser.

At the moment the only production yacht market that could in any way be described as buoyant is in the mid-50ft range, an area not covered by the German builders up to now.

But Bavaria haven’t just come out with a bloated 55ft version of their cruising fleet. They went the braver (and costlier) route of using Farr Yacht Design to draw the hull lines and advise on construction and BMW DesignworksUSA for the exterior design details.

The results are significant. But what strikes you first is her staggering freeboard height and beam – she made a Bavaria 47 next to her look like a Flying Fifteen.

These topsides encompass a gargantuan interior, while allowing that coachroof to remain sleek.

Combine this with low coamings and large walk-through cockpit and it’s easy to deduce that her target clientele sails in the calm sunny waters of the Mediterranean.

And dare I mention the other German boatbuilder? Because the Bavaria 55 Cruiser has a certain Hanse look about her, which her hull windows, twin wheels and satin grey hull do nothing to disguise.

But the coachroof portholes set her apart and echo the windows, setting off an angular theme throughout the boat. Modern obviously equals 90° corners.

Clean decks were strategic to BMW’s aesthetics, so everything is hidden and led aft to maintain the look and there’s a feast of clever ideas to help achieve this.

A modern apartment

If there were such a thing, the Bavaria 55 Cruiser would arguably have the largest interior volume to LWL ratio I’ve ever seen.

I’m not keen on using tape measures on interiors, as lists of measurements can get a little dull, but suffice it to say that, at 6ft 4in, German idol David Hasselhoff ,‘The Hoff’, wouldn’t feel in the least bit cramped.

Once you’ve digested this prolific amount of accommodation, you’ll see Bavaria have included some smart ideas, combinations and options down here.

The test Bavaria 55 Cruiser was a four-cabin model, available also with three ensuites or in four and five-cabin charter guise, where the forward cabins can be converted into one large owner’s cabin post charter life.

Typical modern navstation: small and functional, with angular lift-top table, but a bit bland.

Here, the central flexible bulkhead is designed to be removed, with a kit available to transform the starboard heads into a dressing room.

In short, the layout is wide open and contemporary, the feel light and airy, and the look minimalist and smart.

Bavaria used Wenge timber heavily on their 43, 47 and 51 models, which they have continued on the Bavaria 55 Cruiser, but in a lighter colour – ours was in walnut with oak-floor finish.

But more attention to detail and quality control has been paid than we’re used to on a Bavaria.

Floorboards still creak, as does the deck above when anyone walks on it, but Bavaria have listened and there are grab-bars aplenty to accommodate the open spaces.

Sailing the Bavaria 55 Cruiser

Sailing the Bavaria 55 Cruiser proved something of a psychological test. On the one hand I was thinking: “Remember, it’s a cruising Bavaria”, while the more excitable part of my brain responded: “Yes, but it has been penned by some of the best performance brains on the planet.”

Luckily, the result was just how she should be: quick, easy and fun.

Good sailer, but that freeboard is something to behold.

Unfurling the sails to a warm Force 3 on a typical, flat-water morning in Palma Bay, the Bavaria 55 Cruiser immediately showed a keen turn of pace.

Despite the light airs, she was soon tracking upwind at 6.5 knots. But what quickly gnawed at me was that this came at the sacrifice of VMG: we were struggling to point higher than 50° true (30° apparent) at full gallop.

The culprit turned out to be the genoa tracks, which had been mounted too low to keep the aesthetics of a clean deck.

By barber-hauling the clew we were able to move up a gear and point over 5° higher – a short track on the coachroof has since been mooted.

We were fitted with the standard deep keel (2.35m), furling genoa and in-mast vertically battened main and the sails were polyester laminate (Dacron is standard).

As we headed offshore, still slipping along at around 7 knots, the breeze filled in to reach a steady Force 4.

The 55 showed a keen turn of pace in the fl at water of Palma Bay.

With 13 knots across the deck we were nudging 8 knots close-hauled, with the twin rudders delivering consistent tracking, let down only slightly by some play in the steering.

The sail set-up proved itself. While the brochure may quote a displacement of 16 tonnes, she was apparently measured at 18.2 tonnes half-loaded.

Yet as soon as the wind touched double figures, you couldn’t hold her back: so with electric winches the 106 per cent foresail is a more powerful and versatile option than a self-tacking jib, without being a handful.

A Sports package is offered, however, with taller mast and larger, fully battened main.

Beam reaching in these textbook conditions was a joy and we hit 9.5 knots on a broad reach in 16 knots – rewarding passage speeds and certainly an altogether more exhilarating ride than any other cruising Bavaria.

But with only a very lightweight Code 0 aboard, it was a crying shame there was no asymmetric as the Bavaria 55 Cruiser’s broad aft end design promises downwind potential.

Helming is comfortable with no coaming to straddle, but only the aft set of twin 58 winches are reachable (these can be powered as an option).

A ‘German’ system led the mainsheet forward on the boom then aft to coachroof winches, where banks of clutches each side also handle the hidden mastlines.

With her low coachroof there are no visibility issues, but there’s also very little cockpit protection or backrests for bracing crew.

Instead they’re compensated with plenty of sunbathing area: 7.5m2 alone on the fully flush foredeck, plus large side decks and a huge aft bench that spans the transom.

The transom garage can hold a 3.2m RIB, easily launched over the boarding platform.

With so much clean deck area, getting the teak option is a must. Going forward, there’s a lot of boat to fall across (4.75m beam), with little to stop you doing so in a sea.

The guardrails are low and the short handles on the coachroof only shin-high. The upside is that there’s very little to snag sheets or stub a toe on!

Bavaria 55 Cruiser below decks

The forward ensuite is first class and a real selling point, with separate stand-up shower room. More like a hotel bathroom, it’s spacious, with large contemporary sink and mirror, attractive downlights and plentiful stowage – including a lift-top laundry basket, if you don’t opt for a washing machine.

A walk-in full-headroom dressing room resides in the ‘hallway’ of the opulent master cabin, with enough hanging and stowage room to swallow even a diva’s wardrobe . . .

This allows for a completely uncluttered queen size double. There’s still 6ft 2in headroom and plenty of light from two large overhead hatches and two hull windows.

It may need a few pictures to detract from the vast amount of pale woodwork, which can seem more static caravan than inviting cabin.

More like a hotel bathroom.

The saloon is less warm and cosy, more smart and spacious, with room enough to seat eight – once the double bench (with magnetic backrest) slides out from under the island.

The softly lit glass cabinet forward looks attractive, but its practicality is questionable. There’s stowage under and behind all seats, including two large drawers under both end seats. Plus there’s a great provisions locker under the cabinet, including wine rack.

The softly lit glass cabinet forward looks attractive, but its practicality is questionable.

Linear it may be, but the galley is a refreshing design that utilises a workstation island. Which with surrounding grab bars more than satisfies the seaworthy credentials.

It rather resembles a kitchen in a modern flat, complete with front-opening, full-size fridge-freezer (there’s a lift-top fridge too) and large deep sink and draining sink. Stowage is abundant.

It rather resembles a kitchen in a modern flat.

Heads are nice and light (again with huge headroom), boasting a proper shower permanently mounted on a stand.

A seat/cover drops over the small heads and a Perspex door keeps the wash area dry. This has a smart, deep, lipped basin and large mirror.

Identical double aft cabins have excellent headroom, changing space and stowage in tall double hanging lockers.

Fiddled shelves run the length of the generous doubles and four portlights help keep these cabins airy. Hatches aft provide access to steering gear.

First published in the August 2009 issue of YW.

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The post Bavaria 55 Cruiser review: Better by Farr – from the archive appeared first on Yachting World.

Toby Hodges takes a look at the significant developments that have been a feature of the furler market in the last few years, and picks out some of the best options on the market

A tug on the working sheet and the furling line, the offwind sail spins open and your boat surges forward, the great joy of a furlers doing that for which they are designed.

You’re content in the knowledge that it’s simply a case of releasing the sheet and pulling on the furling line again to have all that sail area tamed and back under wraps in seconds – no wrestling with poles, no dancing around a foredeck grappling with socks or buckets necessary.

Continuous line furlers, together with the torsional ropes or cables around which the sails furl, have given us a lot to be grateful for.

The ability to manage large code or asymmetric sails with minimal crew is becoming ever easier thanks to advances in structured luff sails and the technology and reliability of furlers.

However, choosing the right furler for your bowsprit or stemhead can be quite complex. Are you running only one type of sail off each of your furlers and is that a Code 0 for reaching or a free flying A-sail for sailing deeper angles – or both?

The answer will likely determine whether it’ll be more practical to furl the sail from the bottom-up or, as has become more popular, from the top-down.

Here, we take a look at Karver’s latest KF V3 model as well as the current range of options in this sector.

Article continues below…

Is in-boom furling the next big thing in sail handling technology?

Even though this remains an expensive option, in-boom furling is one that a growing number of boat owners are adopting.…

Facnor FD190 flat deck furler

Although not a new product, this webbing line furler is rarely seen outside of French performance cruising yachts, writes Rupert Holmes.…

£2,102.00

Our rating:  

Most manufacturers of furlers now offer top-down units, either as a dedicated drum or as an adapter for their existing units. “We have seen a significant decline in Code 0s, with 80% of enquiries in the last 12 months for asymmetric sails and more and more for top-down furlers,” says Phil Anniss, director of Upffront.

His company supplies from all manufacturers, so he’s a useful source for discussing the latest trends in furlers. Upffront’s core market is 30-50ft cruising yachts and Anniss says these sailors increasingly want to be able to use top-down systems on their existing gennaker/A-sails rather than have to get a new sail.

“We sell the idea of a top-down adapter to allow people to use the same drums for furling both Code 0s and asymmetric sails,” he says.

Karver KF V3

French hardware company Karver has been helping to take the sweat out of furling flying sails since the launch of its first KF V1 furler in 2004.

Its latest V3 version targets a particularly broad tranche of the sailing market. A patented carbon and Kevlar continuous line wheel helps to reduce weight – the V3 is much lighter than its aluminium wheel predecessor – while the Kevlar teeth also create less friction and wearing.

Commercial director Tanguy de Larminat explains that the gains the company has made in weight has allowed for a reinforced structure while retaining the high performance.

The variety of units now offered should appeal to both racing and cruising sailors. There are eight sizes from 1.5-12 tonnes SWL (safe working load), all available in four different versions: Standard, Racing, Classic and Structural.

Interestingly, Karver has moved away from dedicated top-down units, preferring top-down adapters for all its new range.

A large drum version is available on the 1.5 and 3.0 models, which provides power to start the furl if doing so only by hand, but may not suit top-down systems that rely on speed.

De Larminat says Karver is also reprising its work with sustainable materials. “We are applying what we started to do 10 years ago. “Most of our carbon products can be produced by replacing the carbon with bio-sourced material such as bamboo or linen fibres, with no loss of performance.”

The price of KF furlers remains the same as previous models.

KF V3 3.0 Standard Price: €1,491.
www.karver-systems.com

Bamar RLG EVO 10

The EVO is the latest-generation Bamar furler, which has an independent tack swivel mounted on the aluminium drum.
This is a simple, well-engineered and light model for its 3.0 tonne SWL. The jaw width makes it difficult to use the bottom-up drum for a standard top-down cable, however Bamar has its own Rollgen stay that plugs into the EVO drum.
Price: €1,634.
www.bamar.it

SeldÉn CX25

Seldén offers a GX range to suit gennakers or asymmetric spinnakers, or a CX range designed for Code 0. The latter is perhaps more versatile as they can use top-down adapters.

The CX drum size is small for top-down furling but it has a large jaw width to allow for adequately sized rope diameter.

In a similar vein to Harken, the Seldén drums are designed to work with its own branded cables. Seldén has a very competitive price point for its CX range, which
also includes torsional rope.

Price: €1,427.
www.seldenmast.com

Facnor FX+ 2500

This offers impressive performance for the price in one of the lightest units available.

The new generation FX+ range was updated last year with new guides to secure the furling line around the drum. The well-rounded design has a decent jaw width and the option for a top-down adapter.

The Facnor FX+ is arguably the closest competitor to the Karver KF V3.

Price: €1,785.
www.facnor.com

Harken Reflex 2

The Reflex furling systems have been developed for optimum use with load-sharing code sail technologies. They come with top-down adapters (pictured) but only for use with Harken cables – so are sold as complete kits together with Harken’s torsional rope.

Good value as long as you don’t need to interface it with an existing torsional cable. Price: €1,642.
www.harken.com

Profurl NEX 2.5

This has one of the largest drum diameters to promote fast furling with minimal effort. Ratchet versions are available for greater control.

The NEX system is designed to be compatible with Profurl’s proprietary Spinex, a system with plastic balls around the torsional rope.

The NEX 2.5 is advised for cruising yachts up to 42ft.

Price: €1,561.
www.profurl.com

Ronstan Series 160

Ronstan is one of the few remaining companies offering dedicated top-down drums. This is particularly appealing for owners of smaller yachts/sportsboats who typically only use A-sails.

However, at this 160 drum size, it may make more economic sense to choose a furler with a top-down adapter for use with multiple sails.

Price: €2,261.
www.ronstan.com

Ubi Maior FR125

Ubi Maior has a full range of dedicated top-down units or drums with adapters manufactured from single blocks of aluminium. These have high working loads and small drums, but jaw widths may limit practicality for top-down Code 0 furling.

Price: €2,002.
www.ubimaioritalia.com

If you enjoyed this….

Yachting World is the world’s leading magazine for bluewater cruisers and offshore sailors. Every month we have inspirational adventures and practical features to help you realise your sailing dreams.

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The post Furlers: All the latest kit on the market appeared first on Yachting World.

Toby Hodges takes a look at the latest offering from Ice Yachts, the Ice 54, which the builders state will have the performance characteristics of a 60 footer.

This enticing picture shows the latest Ice Yachts project looking as cool as its name suggests. The Milan yard boasts its Ice Yachts Ice 54 has the space and pace of a 60-footer with the handling of a 50-footer.

The new cruiser-racer Ice 54 is inspired by the Ice 52, ten of which have been built. Umberto Felci’s design uses a similar ‘scimitar-style’ bow and maintains the sharp family look but improves on living space, principally by increasing freeboard by 6cm.

Plenty of space is given to the cockpit seating and table area. The bathing platform both extends the cockpit and provides access to the tender garage, which can accommodate an inflated dinghy up to 2.8m.

A nice touch with the layout is the option to position the heads either forward or aft of the berth in the owner’s forward cabin. And the island in the galley provides a bracing point, plus extra stowage and worksurface area.

A carbon rig (available with taller mast option) sets 160m2 of upwind sail area. This, for a displacement under 13 tonnes, 5 tonnes of which is in the bulb, all points to keen performance. Multiple keel variations are offered including a lifting version, which can reduce draught to 2.3m.

Having visited the yard and sailed the 52 and 60, I can vouch that the sandwich composite hull and decks, vacuum-infused with epoxy, makes for stiff structures.
Price ex VAT: €650,000. www.iceyachts.it

Ice 54 Specifications

LOA: 15.80m / 51ft 10in
LWL: 14.84m / 48ft 8in
Beam: 4.65m / 15ft 3in
Displacement: 13,000kg / 28,660lb

If you enjoyed this….

Yachting World is the world’s leading magazine for bluewater cruisers and offshore sailors. Every month we have inspirational adventures and practical features to help you realise your sailing dreams.

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The post First look: Ice 54, the new speedy cruiser/racer appeared first on Yachting World.

After a mixed reaction to their Cruiser range, Bavaria turned to superyacht specialists to vamp up the new Bavaria Vision 46. Toby Hodges finds out if a star has been born

Bringing in a big name to put their design stamp on a new range is an established way for a production builder to boost marketing potential – much like a Hollywood star being drafted into a movie to up box office appeal. But would the new Bavaria Vision 46 benefit from some start quality?

For the revamp of their Cruiser line, Bavaria contracted Farr Yacht Design for the naval architecture and BMW designworks USA for the styling. However, just as a Michael Fassbender or Naomi Watts on a billboard will not necessarily ensure a film’s success, the result was no crowd pleaser.

They produced a stiffer, more balanced and rewarding yacht than Bavaria cruisers of old, but the overall look was not pretty – the ports looked as if they were borrowed from an armoured van.

Faced with strong competition from Bénéteau’s Sense range, Elan’s Impression and Jeanneau’s Sun Odyssey, which were offering clients light, volume and comfort, Bavaria were forced to rethink for the new Vision line.

CEO Dr Jens Ludmann was brought in two years ago from the automotive industry and the Bavaria Vision 46 is the first launch under his watch.

His decision to commission superyacht specialists Design Unlimited for the deck and interior styling proved a shrewd one and, with Farr proving reliable with the hull design, the Bavaria Vision 46 made quite a splash last January.

The teardrop coachroof windows give her a modern look and the sheer level of fresh thinking that has helped make this Vision so light, comfortable and easy to spend time on is immediately obvious once you step aboard.

In fact, the quality throughout this boat shines. It’s the first time Bavaria have used a split mould, and the build has obviously been meticulous.

Then there’s the glitz of push-button gadgets to help promote the ease of sailing short-handed.

There have already been four sales of the Bavaria Vision 46 in the UK and we went to test the first with Clipper Marine.

Director Richard Hewett sees the Cruiser line more for those staying in the UK, while Vision clients head further afield. The test boat was going to a Scottish client who plans to cruise her in the Mediterranean.

Sailing the Bavaria Vision 46

Although styled by some of the best design brains in the business, the Bavaria Vision 46 is still a slab-sided lump to confront on the pontoon. But needs must; volume has to be conjured from somewhere.

The designers have clearly put a premium on cockpit comfort. Bavaria had an exclusivity deal with Lewmar to stock their new self-tacking Revo winches, which allow you to tack the boat at the push of a button.

Mounting the main and primary winches close to the twin wheels leaves the cockpit benches clear of lines, with one coachroof winch for halyards.

In perfect South Coast conditions – Force 4-5 and warm sun – we found the boat comfortable to sail.

Although the side decks are narrow aft, the high coachroof and integrated rail makes it safe to go forward when heeled.

A single-point backstay leaves those beamy aft quarters unimpeded and, with cushioned backrests – which should surely double as lifebuoys – this area proved very comfortable for the helmsman.

Although from behind the wheel this seems a big boat, the Bavaria Vision 46 always felt manageable.

Beside the wheel an area has been sculpted out to allow the helmsman to straddle the wheel, rest a foot on the pedestal and reach the primaries.

Foot chocks on the sole are well-positioned for helmsman and crew, and it’s easy to move between wheels. Visibility forward (with the sprayhood down) is good.

In 15-18 knots boat speed was adequate – and this was backed up by the polars – thanks to a long waterline that’s just a foot shorter than LOA, although it was hard to ascertain precisely with a roaring spring ebb and no working paddlewheel log.

Push-button tacking

Winches that tack the sheets across automatically at the push of a button are a strange new phenomenon to get your head around: hold a button down and the active winch begins to backwind. Then after a pause to allow the bow to swing, the other winch winds in automatically.

The system certainly worked, but Bavaria’s control panel needs rethinking as it is not intuitive. I have since sailed a Hallberg-Rassy with a similar system which had a much clearer control panel.

Bavaria’s Trim Control system can be linked into a Garmin plotter and autopilot, allowing the helmsman to press ‘tack’ and the whole thing will happen automatically. It’s still a lot to keep an eye on if you are sailing single-handed.

It was certainly necessary to monitor the active winch to make sure it was releasing correctly as the backwinding winch sometimes didn’t release, which could cause a pickle in a tack.

You can also control the mainsheet in and out from the panel if you have the sheet rigged to the coachroof winch.

The test boat had the mainsheet split-sheeted and led aft, which I preferred, as we could take up the windward winch to coax the boom over and invoke some twist in the sail.

Once I got the hang of it, auto-tacking was very easy, though the Bavaria Vision 46 is set up well for short-handed sailing anyway.

Despite 24 knots over the deck and full sail, the cable-linked helms didn’t loaded up too much, and maintained admirable control when heeled.

The 105 per cent jib is a manageable size, even without electronic aid, and with chainplates outboard and sheets led to a track on the coachroof, the Bavaria Vision 46 points well, tacking in just over 80°.

Smart solutions

As you descend the offset companionway, the Bavaria Vision 46 feels stable, with solid grabrails leading down into a large inviting living area.

Thanks to the huge coachroof and hull windows, as well as overhead hatches and 7ft headroom, there is abundant natural light and a pleasant feeling of space.

The accommodation is offered in two or three-cabin formats – the latter has a second heads forward – but the standard layout with a twin aft cabin that converts to a double makes a practical option.

This provides a useful work/locker space accessed through the heads. The offset companion creates room for a central island.

Rather than simply creating extra galley space, it provides something to lean against when working in the galley, making it a practical place at sea.

All sole panels have lifting latches – a big plus to make bilge checking and stowage accessible – and the plumbing and hot water tank are neatly contained beside the galley.

However, it’s a pity all the ply edges and end-grain is left untreated. Bavaria have also chosen an impractical white material for some vertical panels, which was already getting grubby.

But nitpicking aside, there’s so much smart thinking throughout, including superb stowage solutions and dual-role tables and chairs that swivel and lift, combined with a good level of finish, that this makes for a very impressive, game-changing interior.

On deck details

• Although the side decks are narrow aft, the high coachroof and integrated rail makes it safe to go forward when heeled.
• Vast stowage in the cockpit quarter lockers, aft lazarette and (in this format) the workshop.
• The cockpit table is a piece of engineering, lowering telescopically on support legs that meet lugs on the sole. The tabletop swivels to form a sunbed.
• The central aft bench lifts on struts for access to the drop-down swim platform, and includes a bracket to hold the shower head, providing a proper shower on the aft platform. Nice.
• This is the first Bavaria with an underdeck furler (Selden Furlex), a retractable bow thruster and an electric windlass in the sizeable chain locker.
• When raised, the sprayhood is, unfortunately, at perfect height to smack foreheads (1.7m).

Below deck on the Bavaria Vision 46

Saloon

A light and comfortable area, but there is no navstation.

Instead the central part of the portside sofa can be raised and locked in place, the cushion removed to convert it to a coffee table cum makeshift chart table with lifting lid.

The saloon is a light and comfortable area, but doesn’t have a navstsaion.

It’s a clever idea, as long as you don’t mind reducing your navigation area to such a paltry minimum.

The saloon table is a clever jigsaw puzzle, which swivels and lowers, using sole boards raised vertically each end to act as supports. There’s practical, accessible stowage below soles and berth.

Galley

A good area to work in at sea. Above and abaft the twin sinks in the central island is an alcove for optional coffee machine or beer tap (it is German!), although I reckon this space would prove ideal as a draining rack.

Left: the central part of the portside sofa can be raised and locked in place and convert to a makeshift chart table. Right: there’s plenty of work surfaces in the galley.

Good stowage and a bin under the sinks.

There’s plenty of worksurface and the stowage space is first class: deep drawers, raised lockers, deep bilge for tins/bottles, pan stowage beneath the stove, plus a huge fridge.

Forward cabin

You step down into the forward cabin, so the 7ft headroom continues forward as far as the berth.

In this layout (no en-suite) this master cabin has a lavish amount of space and a vanity table with stool that is larger than the ‘chart table’.

This master cabin has a lavish amount of space.

There’s good stowage in two huge wardrobes and shelved cupboards to each side, and shoe slots in the bilge.

Alcoves in the forward bulkhead for books and cupholders are a neat touch.

Aft cabin

A clever, versatile cabin, with twin berths that join to form a large double.

Good stowage and light, but headroom is constricted above the starboard berth.

Ventilation boards beneath berths lock into place.

Conclusion

The Bavaria Vision 46 is a highly innovative design, with a strict attention to detail, a premium regard for comfort and impressive build quality and styling throughout.

As such, the Vision 46 is a distinct step up in both quality and style, which was certainly needed to keep Bavaria up to speed with their French rivals.

Farr showed their influence in the Cruiser line and the Vision too demonstrates admirable seakeeping and is sturdier and quieter below at sea than any Bavaria I’ve sailed.

The German company have a good team in place now which, as well as Farr and Design Unlimited, includes Peter Meyer and Daniel Kohl to oversee the roll-out of the new lines.

With a Cruiser 33 and a 56 to come using the same fresh thinking and styling, it can only mean good things.

I’m glad all the gadgetry aboard is offered as an optional extra, as it’s easy to overcomplicate this simple, relaxing pastime.

But all the mod-cons aside, it’s the build quality and sailing ability that counts – and both impressed me. For a couple or family this new Vision looks a smart choice.

First published in the December 2012 issue of YW.

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French builders Dufour wanted a more ‘athletic’ feel for their new Performance range. Toby Hodges went to Marseille to find out if this athlete, the Dufour 36P, has the legs she promises

Dufour yachts have always been a pleasure to sail, but over recent years, as more and more models were released, the lines became blurred between the cruising Grand Large range and the Performance boats. So much so that you couldn’t tell them apart at boat shows. A change was needed for the new Performance line and this smart-looking Dufour 36P is certainly a change.

Offering a more sporty profile, a wider, more spacious and comfortable design, with a plumb stem and lines Dufour describe as ‘athletic’, the Dufour 36P is a departure for the French yard. But design has been moving very quickly in the performance cruiser world, so I was concerned that we might have seen it all before and this boat was already looking dated.

Plastered with go-faster stripes of the boy-racer sports-hatchback variety, the beamy-chined hull has a strong resemblance to the Elan 350 which launched two years ago.

And I can’t help but wonder whether Dufour chose a single rudder simply to differentiate her from that impressive boat. She’s also slightly longer, beamier, heavier and more expensive than the Elan, so has her work cut out. Still, I travelled to Marseille wanting the Dufour 36P to win me over.

Dufour 36P – sensational sailing

Hats off to Dufour for a boat that impressed straight out of the box. The test boat was put in the water and her mast stepped the day before we arrived and the dealers had yet to sail her. Yet sensation and balance were both spot on.

The deck layout of the Dufour 36P encourages sail and rig trim, and she felt delicious on the helm, light and responsive.

Upwind she pointed well, tacking in around 75°. The Dufour 36P gained extra length in the foot of the jib because of the excellent Flatdeck furler and the inboard tracks allow a close sheeting angle.

With that powerful jib a bit more forestay tension might have improved it even further. For our first beat the most breeze we had was 16-18 knots apparent and in this the Dufour 36P consistently made over 7 knots (6.8 in 15A) pinching.

Fun for two: cross-sheeting the spinnaker sheet and sitting forward of the helm in trim slot makes double-handed sailing simple.

I soon decided I wasn’t missing the Elan 350’s twin rudders upwind; the Dufour’s high-aspect blade made for a useful foil.

Equally, having the mainsheet, traveller and backstay controls to hand was a treat for any helmsman who likes to trim.

We set up for the kite hoist under the lee of Niolon to the north-west of the entrance to Marseille harbour.

The tackline from the extending bowsprit leads back to a bank of coachroof-mounted clutches, so with dealer Clairmont Clement on the foredeck, I could haul halyard, tackline and sheet comfortably from the helm.

Two-up sailing with the big black asymmetric was a pleasure, thanks largely to a well-ordered cockpit.

Although the apparent wind remained light, the Dufour 36P proved pleasant and fun, making 8 knots in 10.

The 36P sits on her chine and slices upwind. She’s too heavy to be a planing raceboat but is nimble, fun and responsive.

As the breeze dropped further the Dufour 36P still consistently maintained one knot less than the apparent breeze, broad and beam reaching – generally at 90-100°, but happily pointing to 55°.

The open cockpit means you can pick and choose which winches to lead spinnaker sheets to.

We opted to lead them to the large primaries, sunk into the coamings, allowing the helmsman to control the main and the crew to concentrate on sheet trim.

It’s a great set-up for the helmsman or mainsheet trimmer, although the backstay and traveller lines can get tangled, and I’d mount the compasses on the aft end of the coachroof as they currently make uncomfortable seats!

For racing with a full crew the after part of the cockpit benches can be lifted off and the teak toerails can be removed for hiking.

However, in cruising mode you might find the benches rather too short and coamings are low, with no sprayhood, offering little protection from the elements.

Another 5-10 knots of wind would have been magic, but the Dufour 36P remained fun and kept sailing despite increasingly light airs.

Outside the box

Below is a contemporary, practical layout, which caters for a full race crew if required, while still providing cruising comfort and a dedicated navstation.

The freeboard height helps create generous headroom – 6ft 3in in the saloon – but that makes the five-step companionway pretty steep.

Two cabins are offered in the standard version, although there is also the option of having a very narrow double berth instead of the garage/workshop area that is located abaft the heads.

With this configuration you would be able to race with eight crew by utilising the 1.93m saloon berths.

Clever features abound, but it was a surprise to find movable freshwater ballast – not for short tacking, but for long offshore legs on one tack.

The 100lt tanks reside under the saloon berths and a pump is used to switch the contents, which takes around two and a half minutes.

A large sliding companionway hatch, overhead flush hatches, hull and coachroof windows combine with white hull liner and deckheads to keep it very light below, in attractive contrast to the mahogany trim (Maobi veneer).

Unfortunately, I found a few of my pet hates, including creaky floorboards and cupboards that slam.

However, there were some very good ideas too.

For instance, the Corian top to the stove removes for racing, as does the saloon table.

Double doors to the forward cabin means you have lots of space to haul and pack sails.

And the timber strips on the deckhead incorporate long grabrails as well as spotlights.

And there are numerous clever stowage options all round the boat – in the bilge, below the sinks and tables plus the useful soft canvas pockets throughout.

Basic joiner work and fittings are commensurate with her price, but Dufour have to be congratulated for their admirable amount of clever thought and practical solutions in the interior.

On deck details

• The black-painted Sparcraft aluminium rig enhances the go-faster carbon look, while a backstay deflector allows for more roach in the main if desired.
• Powerful genoa, with a full foot that hugs the deck thanks to the excellent Facnor Flatdeck furler.
• Simple teak footchocks work well for grip at the helm. The locker under the cockpit sole to starboard would take lines and fenders, and leads to the main stowage locker.
• Bathing platform lowers to give access to starboard side liferaft locker. Several options are available: half size as we had, full size or with no platform at all.
• Outboard chainplates allow for tracks close to the coachroof and tight sheeting angles. Cars are adjusted from the cockpit.
• Cockpit: good for racing, but less so for cruising/relaxing as the benches are too short and coamings too low, although removable backrests and a cockpit table are options

Below Deck

Saloon

Below is a contemporary, practical layout.

A very practical area. The portside leaf of the table detaches and mounts at the base to adjoin the port berth to make it larger, while the forward, central section of the table flips to reveal a heatproof mat for hot pans.

Galley

A small, but well-worked area, which includes a large lift-top fridge, a stowable cover for the two-burner stove.

A double slide-out bin below the double sink and practical locker space – although oddly, no sliding drawers – plus central bilge stowage.

Navstation

Sizeable chart table for this size of boat, with comfortable seat, tidy switchboard and wiring access, and a raised locker that hinges out for mounting a plotter.

The table has two small panels that flip over to reveal grooves for pencils/pens, while the table itself lifts and slides to provide space for a laptop.

Forward cabin

Twin doors serve to give the cabin a sense of space and light, as well as providing access for hauling and packing sails.

The berth opens up butterfly-style for stowing sails, a leeboard divides it into two – a rail on the deckhead means you can rig a leecloth to separate the berths.

Aft cabin and heads

By doing away with a second aft cabin, a useful amount of stowage space is gained.

Good headroom, turning room and light. A double wardrobe and shelf provide the stowage, and the double berth can be split by a leecloth stowed below.

By doing away with a second aft cabin, a useful amount of stowage space is gained, although it is quite awkward to get to as it’s only properly accessible through the heads.

Conclusion

Dufour’s stated aim was to emphasise the difference between the Grand Large and Performance ranges, something that potential customers had found confusing.

A modern hull design and bold aesthetics signal a move in the performance direction and some very practical touches – notably stowage, removable weight and using items that double in purpose – make her stand out.

But it’s the performance and ease of handling that’s ultimately likely to sell the Dufour 36P.

I really enjoyed sailing her and itched for a bit more breeze, when I’m sure she’d be even more fun.

Highly responsive on the helm, the Dufour 36P can certainly be enjoyed sailing two-up, which is a big bonus, thanks to a well thought out deck layout.

Dufour deserve credit for their creative solutions throughout the yacht.

First published in the August 2012 issue of YW.

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A delivery passage from Palma, Mallorca, to southern Spain gave Toby Hodges the chance to assess the new Oyster 575 in her own element as a luxury bluewater cruiser and charter yacht

A 220nm passage on the new Oyster 575 certainly provided quality time aboard to assess whether this might be a worthy heir to Oyster’s most successful model ever, the 56, of which 75 have been sold.

The test boat, On Liberty, was on her way to the start of the Atlantic Rally for Cruisers in Las Palmas and I hitched a ride for the passage from Mallorca to Cartagena in southern Spain.

Though winds were generally light and we spent a fair amount of time motorsailing, I had the chance to test the master cabin out on passage, stand a night watch and tuck into alfresco meals in the cockpit.

This is the definitive crossover size boat, deemed still manageable for a couple, yet large enough to warrant a paid crew.

With a professional skipper and chef aboard On Liberty producing exquisite meals, I wasn’t going to be frying my own bacon, so I took it on the chin and enjoyed a bit of charter luxury.

The Oyster 575 is better suited to charter than the 56 largely thanks to an uncluttered guest cockpit, with walkthrough access to the twin wheels aft.

Otherwise she has a similar layout, but boasts a larger aft cabin and galley where the beam is carried further aft, plus a modernised C-shaped main saloon.

Composite build materials and a metre extra waterline ensure she’s a faster boat.

Advances in design equal more volume too (though thankfully still retaining a deep V sea-going bilge) and existing 56 owners are apparently considering the Oyster 575 as an upgrade.

Like the Oyster 655 and Oyster 54, the Oyster 575 benefits from a composite lay-up using carbon and Kevlar.

Though our test boat had the deep keel, she is offered with a shallower fixed version (2.06m) or with centreboard and dual rudders (reducing draught from 3.82m to 1.65m).

As of this year, all Oysters other than superyachts, will be built in the UK.

The Oyster 575 on passage

So quiet is the VW engine in the Oyster 575’s penthouse of an engine room that I had to check the instruments to see what was propelling us across a windless Palma Bay.

We were heading south-west towards Ibiza and tucking into the first of many fine dishes in the guest cockpit.

The lazarette is so vast it easily swallows downwind sails, plus all fenders.

The benches are long enough to lie on or seat eight, but I soon found the backrests too low and felt they cried out for extra cushioning.

The table with double coolbox is a winner and there’s useful bottle stowage in a sole box which can double for control line tails.

Carrying out watches from here, protected by the sprayhood, certainly proved comfortable.

So quiet is the VW engine in the 575’s penthouse of an engine room that I had to check the instruments to see what was propelling us across a windless Palma Bay.

The majority of the trip was spent motorsailing with just a light headwind to tickle the main.

But a string of episodes helped make it more ‘luxury charter’ than mundane delivery.

Dolphins at sunset, beautiful clear sky at night and sunrise, but above all the first class comfort.

My night watch as we rounded the lighthouses of Formentera was a practical demonstration of how things are done on a yacht of this type.

A comfortable yacht for a night watch.

I watched a blood orange moon rise through image-stabilised binoculars, played with a ‘Stargazer’ app on skipper Tim Beebe’s iPad to identify the constellations.

And as night chilled further, settled under the sheltering canopy to interrogate one of three multifunction plotters to pick out distant AIS targets. Night watches aren’t what they were!

When the forecast breeze finally showed up, we had reached the stunning backdrop of Cartagena’s imposing cliffs.

In a Force 3 the Oyster 575 displayed the slippery pace shown by the 54 – adding another feather to the cap of Rob Humphreys, her designer.

We could muster seven knots close-hauled at around 50° with the 135 per cent genoa, small gusts instantly affecting her speed.

Unfurling the staysail engaged an extra gear, and each additional knot of wind speed added another few decimals to the log.

This is the definitive crossover size boat, deemed still manageable for a couple, yet large enough to warrant a paid crew.

I didn’t find her helm communicative, with her long steering linkage and dual autopilot rams, but the rewards are relaxing, easy sailing that makes helming a point-and-go task.

Although the autopilot is likely to have that pleasure on long passages, it would have been rewarding to have had more feedback through the helm.

Thanks to the twin wheels, the helmsman has unhindered views forward from both sides and I love what happens when you go through waves – nothing – she’s as well mannered as a royal butler.

Slight weatherhelm crept in reassuringly with winds in the teens, but cracking off to her trademark point of sail, a reach, proved how easily she sits at nine knots.

Down below

Oyster have a winning recipe for internal layouts, thanks to the centre cockpit which creates sumptuous aft cabins, large passageway or U-shaped galleys and spacious saloons set low down to maintain privacy, but enjoying plenty of daylight from the coachroof windows.

The Oyster 575 was no surprise in this respect, utilising the well-tried format to appeal to couples, families or charter guests.

Deciding whether to have the crew cabin abaft the navstation, or make this area a workroom and put the crew in the Pullman forward, is a nice option to have.

“Those who go for the workshop tend to have a lift-up bunk in here too,” explained project manager Debbie Johnson, who joined us for the passage.

There is also the option of having a Pullman with a walkthrough heads (as per the 56), but this set-up with bunk or workshop cabin is the best use of the space.

Timber and upholstery choices can be customised.

White oak is standard, but On Liberty had American cherry joiner work, which produces a warm and inviting effect, and having seen examples of the other options (including teak, maple and walnut), this would get my nod.

Stowage space (lacking on the 54) has been addressed and maximised wherever possible, and especially in smaller cabins like the Pullman, heads and galley.

Oh, and did I mention how comfortable the aft cabin is?

Galley

The abundant stowage is well organised.

Enlarging the port here could help, but otherwise the galley is hard to fault – a superb place to store, prepare and cook food.

The passageway is wide enough for two people to pass for access to the aft cabin, yet narrow enough to provide bracing.

The Avonite (Corian-like) worksurface, is fashioned by the yard with high-fiddled edges to prevent lying water. The abundant stowage is well organised.

A Force 10 stove, easy to clean Frigoboat freezer and fridge are standard, while the domestic-sized wash/dryer and chest dishwasher are essential for charter.

Saloon

It’s questionable how often the double sofa to starboard will be used.

An outboard view is just about possible when standing, but a low sole means there are only two shallow steps down going forward or aft.

The saloon table top slides to access hinged leaves that open to seat seven with the addition of director’s chairs, and there’s useful stowage beneath the portside seating.

It’s questionable how often the double sofa to starboard will be used; the lifting flatscreen TV is contained behind here and thus not viewable from this side of the saloon

Master cabin

You’d be hard pushed to beat this cabin for headroom, space, light and comfort.

Standard layout has a desk to starboard, but this area can be additional stowage, or as we had on On Liberty, seating, which proved useful for reading, changing or working.

Again, larger hull ports might give it the edge.

Master cabin.

It was tough in here at sea though. . .

You might mock, but we had enough heel to have to figure out the best angle to sleep at, or whether to use the leecloth.

The main problem with aft cabins, however, is noise from the dock, engine and deck, which will wake you no matter how you sleep in that palatial berth

Navstation

The navstation has plentiful instrument/screen space, plus a large shelf for pilot books

A chart table that’s comfortable and spacious, with plentiful instrument/screen space, plus a large shelf for pilot books, good stowage and a no-nonsense distribution panel on the bulkhead behind.

All electric panels hinge to allow easy access to wiring

Machinery: the mark of quality

The machinery space and attention to installation detail on the Oyster 575 is a trump card.

Oyster’s walk-in engine room, providing unhindered access to the VW 150 TDI, is double-insulated, using a laminated layer of foam with high-density rubber, while the generator is sited under the companionway steps.

The main fuel tank has three easily viewable inspection hatches and a second fuel tank under the forward sole increases capacity to 1,400lt.

All water pumps are in the saloon sole (to keep noise away from the accommodation), as is the 480ah gel domestic battery bank and starter batteries.

Raw water manifold systems for engine and genset can be linked, so if one blocks, you can carry on changing the other without stopping the engine.

All watermaker servicing elements are contained neatly next to the navstation for ease of servicing, while in the pilot berth cabin further aft is a cupboard for membranes and fuel filters, which is so tidy it could be mistaken for artwork.

Conclusion

Oyster have just launched a 655 and a 54, and the first 625 is building at SYS, so you have to admire their confidence that there’s demand for another model in between.

When you consider that each extra foot over 54 corresponds to an additional £100,000, you’ve got to really want that extra bunk and stowage space.

Proof that Oyster customers do is that 14 Oyster 575s have been sold within a year of launch.

Oyster yachts are finished to a premium standard.

Internal stowage particularly has been well thought out.

Were it possible, I’d like to see a lower cockpit sole, with higher backrests and larger hull windows like those on the 625.

The coachroof is sleek and the cockpit is excellent – bar a poor genoa sheet lead – but the helm positions are still quite exposed, which will always knock Oysters’ chances in a beauty pageant.

The Oyster 575 proved easy to handle, manageable for a couple, with powered systems all to hand.

She’s another slippery yacht from Humphreys, coupled with an easy motion that will be greatly appreciated at sea.

First published in the February 2011 issue of YW.

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Elan’s new Impression 444 is born from the 434, a design that made an impression itself when it launched a successful line of big- volume cruisers in 2004

The newly launched Elan Impression 444 is born from the 434, a design that made an impression itself when it launched a successful line of big-volume cruisers in 2004.

Over 350 have since been sold, making it the Slovenian yard’s second most popular model to date.

The Elan Impression 444 is actually a rebranding rather than a successor. Using the same hull and deck, but cosmetically enhanced with more modern hull and coachroof windows, space for a dedicated solar panel and a swim platform on the transom.

The interior is largely the same, with a new veneer finish.

Conditions were not as idyllic for this test. We had the beautiful backdrop of Piran on Slovenia’s short coastline, but a Force 3 was not enough to give us a true idea of the Elan Impression 444’s sea-manners.

Still, she proved reasonably alert and responsive, making just over 6 knots close-hauled in only 8 knots true, and just under 6 in 6-7 knots.

Her 135 per cent genoa was certainly required in such conditions (One Sails’ basic Dacron), keeping her moving with the wind abaft the beam, making 4-5 knots.

She began to wallow a little at around 4 knots as the apparent wind dipped, but performance was creditable and she was reasonably nimble for her bulk.

The new twin wheels are a similar design to the carbon ones used on Elan’s sportier models, but made from glassfibre.

They squealed for some oil, but otherwise were very tactile, with the Lewmar chain sprocket to wire system providing adequate translation to the quadrant.

The balance also helped – we were able to set the sails, leave the wheel and let her sail herself.

While the helmsman can reach the genoa sheets on the Elan Impression 444, if the winches were half a foot further back it would make tacking short-handed easier.

The cockpit is reasonably comfortable, with nicely angled coamings and pushpit seats. It’s well protected, and there’s a handy step between cockpit and side decks, which breaks up an otherwise awkward height.

Elan Impression 444 sail-handling

A stack-pack main and genoa furler make for an efficient sail-handling system, including running rigging and genoa track controls led aft, plus a small traveller on the coachroof.

Unfortunately, the genoa halyard was locked off at the mast, with no block at the mast base to lead it aft to a winch, hence there was no means of tensioning a saggy genoa luff.

The upgraded 75hp Volvo saildrive (a D2 55hp is standard) produced 6.3 knots at 1,500rpm, 8 at cruising revs and 9 knots flat out (2,800 rpm).

She was rather stubborn to turn going astern, requiring nearly two lengths, but the optional three-bladed Flexifold we had stopped her obediently, while she span in her own length going forward.

Browned off

The test boat had the standard four-cabin interior in oak with walnut trim, but it is available with three cabins, with a larger owner’s cabin forward or aft.

Much was made of the new veneer and light colours in conjunction with the extra hull windows, but we found the medley of brown furnishings failed to create an inviting ambience.

And in terms of space and comfort (inside and out), the Elan Impression 444 can’t compare to the Bavaria Cruiser 45.

On the plus side, headroom and natural light are significant and she’s a safe boat to move around in.

The hull windows with their blinds in the saloon look smart. After that, compliments start to dry up.

Each cabin is on a different level, the fixtures and fittings left me cold, and the latches and switches don’t inspire confidence in their durability.

But with the saloon table converting to a double, the Elan Impression 444 can accommodate a small village (up to ten).

The test boat had a Pullman cabin (optional) to port, with a small heads opposite. In this guise the forward vee-cabin disappoints as a master, so the starboard aft would probably play this role for its en-suite virtues.

On deck of the Elan Impression 444

The deep cockpit with comfortable, angled benches is protected yet easy to walk through, and there’s a bridgedeck into the companionway.

The fixed table with a plotter neatly built into the after end makes for a stable supporting structure when heeled.

The swim platform lowers and lifts simply and manually on struts. It works, but looks fairly ordinary compared with the Bavaria’s.

A deep central sole locker and bench lockers provide good stowage.

The foredeck is a clean area, thanks to a sunken windlass, and has a double anchor roller (but no tack eye) and a pulpit seat.

Going forward, there are handrails at a sensible height on the coachroof and on the high sprayhood, plus good non-slip decking all over the boat.

Large cleats, but the midships ones can be prone to catching a flogging genoa sheet.

Below deck on the Elan Impression 444

Saloon

A good comfortable area that can seat eight.

The table folds over and doubles in size, with fiddles and corner handholds, and also has telescopic legs so can lower to form a sizeable double berth.

The starboard sofa isn’t long enough to sleep on, but has a central fold-down drinks holder section.

Practical stowage is limited to the raised lockers and a deep locker between saloon and chart table

Galley

Headroom is generous and there are two opening ports for ventilation.

Well-apportioned L-shape with double sink and two lift-top fridges. Useful stowage below and a sturdy handrail.

Protection is good around the stove with a slide-over worktop cover, although stowage here is awkward.

Headroom is generous and there are two opening ports for ventilation.

Stowage in the galley is quite good, including a tin locker in the sole and four deep hullside lockers.

Forward cabin

Natural light is excellent thanks to a large overhead hatch and there’s generous (6ft 4in) headroom.

A changing seat doubles as a useful step for getting onto the high berth, but with batteries and bowthruster beneath the aft part, stowage forward is inconvenient.

Aft heads

Left: The aft heads have 7ft of headroom; Right: The pullman cabin.

A tightish space, but with 7ft headroom this area does its utmost to compensate for the cramped forward heads, the shower being its trump card.

This has a comfortable seat, a hingeing Perspex door, a slide-out rail for excellent wet hanging and dedicated washboard stowage.

A shower head attachment point would help it achieve top marks.

Aft cabins

The portside cabin (pictured) avoids some of these issues by providing a larger standing area.

The starboard side requires quite a limbo act to get through the tight (5ft 6in) doorway, slide in and around the cockpit moulding, and if you want then to get into the heads, tuck under this area and close one door in order to open the other!

Any such movement requires constant head-banging awareness.

The portside cabin (pictured) avoids some of these issues by providing a larger standing area, wardrobe and changing seat.

There’s good engine and steering gear access from both cabins.

Navstation

The navstation has a small table with comfortable seat.

Small table and comfortable seat, yet with no easy mounting space for a plotter screen.

The wiring is tidy, but unlabelled, and the conduits are run crudely through glassfibre.

However, there’s good stowage around and below the table.

Forward heads

Not a place you’d want to spend time.

Much smaller than any heads on the Cruiser 45, in fact it’s too tight even to sit down properly (and would require a Houdini act to retrieve some toilet roll from below the sink).

The positives are a good handrail, useful cupboard and a deep sink.

Pullman cabin

If anywhere calls out for a hull window, it’s here, as bunk cabins tend to be claustrophobic.

The headroom certainly helps, but it remains ‘friendly’ for two and stowage for a week would be tight. Plus the top bunk doesn’t fold and there are no leecloths.

First published in the October 2010 issue of YW.

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The post Elan Impression 444 review: from the archive appeared first on Yachting World.

This production 45-footer offers huge volumes of living space from a starting price around £125,000. Toby Hodges finds out just how much much boat you you get for your bucks with the Bavaria Cruiser 45

Bavaria is back with a bang. Their collaboration with Farr Yacht Design and Designworks USA has proved to be a dream in terms of sales figures so there are naturally high hopes for the Bavaria Cruiser 45.

The Cruiser 32 has sold a staggering 300 since her launch last September and 60 of the 45s have already been shifted since her debut in Düsseldorf in January.

There is also a 55 and a new 40; a 36 follows this autumn.

The fold-down transom/bathing platform and twin rudder combos have been particularly successful and the Bavaria Cruiser 45 seems to deliver as many benefits as the 55 in an arguably more tempting package.

With a Force 4, gusting 5 briefly at times, and a 1.5-2m swell in Palma Bay, we had ideal testing conditions.

Upwind we were into early 7 knot speeds at 40-45° to the true wind. What the Bavaria Cruiser 45 lacks in feel and response, she makes up for in seakindliness.

I was pleasantly surprised by her motion through the swell and she kept consistent speed without slamming. This was very noticeable down below at heel.

On Bavarias of old things creaked, groaned and banged, but since Farr took over the design work, greater focus has been placed on strength – from laminating bulkheads to the hull and deck to fitting abundant sturdy handholds, and it’s certainly a lot more reassuring.

We cracked off 30° (70-80° true) to reach across the swell at commendable passagemaking speeds of 8.5 knots in 15.

The sails had been specified by the yacht’s Swiss lady owner, who planned to go bluewater sailing, and comprised an in-mast, vertical-battened main, with 107 per cent jib, though a self-tacking option is available.

Sailing the Bavaria Cruiser 45

Rather than the standard Dacron, these had Elvström’s Epex membrane, a modified aramid fibre.

The battens in the main gave it impressive roach and shape for an in-mast sail, aided by good luff tension from the Selden mast profile.

Had we had one on board, an asymmetric would have made friends with the swell.

As it was, our efforts at goose-winging quickly became uncomfortable, producing 6 knots in 12 knots of wind, and we settled instead for some long, lazy reaches for offwind work, making 8 knots at 130° true.

Despite using a steel-link system, the steering didn’t feel direct, but the dual rudders provide good tracking, and an improvement in rudder angle over the original design for the 55 proved noticeable.

That flat, low coachroof makes for clear views forward and the helmsman has easy side deck access and lift-up sole plates for good standing security.

The split backstay set-up, however, restricts seated comfort in the after quarters of the cockpit.

Under engine, she behaved obediently for a twin-rudder set-up, making 6.8 knots at 2,000rpm with her upgraded 75hp motor.

On balance, an enjoyable boat to sail, though slightly lacking in response, but easy to handle with creditable performance.

Deep space

Make your way down the narrow, steep companionway and what greets you is not that visually exciting. But you’ll soon appreciate what these new Cruisers offer in abundance – space.

It has to be seen to be believed. Headroom is key – a pro basketball player would be quite content in any of the cabins.

The saloon has a nav area, but no dedicated nav seat.

The luxury of having an en-suite heads for each cabin is unique at this size too – this will be greatly appreciated on charter.

The test boat’s interior was done in mahogany, but light oak and walnut veneers are also available. However, the large surface areas of bulwark panels make for a rather monotonous appearance.

Ten colour schemes are available for the upholstery – we had the white leather option.

Like the Impression 444, the small windows, hatches and ports combine well to encourage natural light, but unlike her rival, the Cruiser’s sole is convenient on one level.

Build for the future

Design by Farr and BMW Designworks USA does not come cheap and demonstrates the investment Elan have made in this model.

Build cost will have increased with all those flush hatches and windows.

The laminating process is also a lot more detailed, with greater reinforcement and new tray moulds for structural stiffness, encapsulating the keel top.

But Bavaria still manage to keep the end price down.

On deck of the Bavaria Cruiser 45

• A useful aluminium toerail, large cleats and double bow roller, plus a proper sail locker with steps/ladder.
• The helmsman’s seat to starboard lifts to expose the engine controls. The overdrive facility provided by the optional Gori prop meant that she could rack up good speed.
• The main part of the transom lowers electronically to provide a huge swim/bathing platform, which is a true selling point of this boat.
• Multiple windows equal a light and airy (huge) interior, helped by exaggerated freeboard.
• The large table is superb for bracing against and, while the coamings are a little low, it’s a comfortable spot under the sprayhood looking aft.
• Cockpit stowage is impressive – you could fit a deflated tender in any of the three large lockers (the central one under the sole is particularly capacious)

Below deck on the Bavaria Cruiser 45

Saloon

The uninspiring table could fit eight at a squeeze.

The saloon is a no-frills zone, even in optional leather fit-out.

The uninspiring table could fit eight at a squeeze, there’s little practical stowage and the aft-facing chart table area is bland.

Losing a dedicated navigation area to the heads on this size of boat speaks volumes about its market.

Galley

There’s an abundance of flush worktop area.

Linear galleys have their critics.

They can be less secure and practical at heel, but with an L-shaped aft end and sturdy bracing against the saloon seat, this arrangement works well, boosting the open-plan format.

The 140lt front-opening, forward-facing fridge combines with a large lift-top unit.

There’s an abundance of flush worktop area, but only a two-burner stove (with limited room to gimbal) and, despite three pan cupboards below, again useful stowage is limited, with just four small raised lockers and one drawer.

Aft cabins

For once these are not cramped for space and you can turn around, touch the ground, practise yoga, or whatever you like.

Headroom is a lofty 6ft 10in and the double berth is generous.

There’s excellent machinery space and good engine access between cabins, but elsewhere locker space is wanting.

The en-suites are light and roomy and a pleasure for both cabins to have their own, where a 6ft 3in person can stand upright under the shower.

The sink and stowage are a little small and rather plastic.

Forward cabin

The berth is big enough to sleep a couple athwartships as well as fore and aft.

What could be described as a ‘hallway’ separates a seated shower room to port and the heads to starboard – a practical layout.

Forward of this can be the grand master cabin we had on the test boat, or optional twin doubles.

The berth is big enough to sleep a couple athwartships as well as fore and aft, with side shelves providing support to lean against, but again the open layout seems a little bland.

Headroom is 6ft 8in and while there’s plenty of space beneath the bed, stowage elsewhere is poor.

Conclusion

It’s one thing to produce a lot of boat for your buck. And the Bavaria Cruiser 45 is a serious amount of boat. But it’s another to design it well inside and out, to build it to an acceptable standard and above all, to make it sail satisfactorily.

So on all counts bravo to Bavaria. I hold my hand up; I really didn’t take to their old cruiser line. For me they looked cheap, with limited positives. But I’m impressed with this boat. It sails well, it seems to be well-built and well-designed, but above all provides acres of space.

A relative lack of stowage in all cabins is a blemish, and not having a dedicated navigator’s seat on a 45-footer is something that would alarm many.

But these may not be trends that would worry the Bavaria Cruiser 45’s target customer.

The single-level living area is a merger of three areas (galley, saloon, nav area) which will arguably make the less salty types feel at home.

And once you’ve experienced en-suite heads in all cabins, there’s just no going back!

First published in the October 2010 issue of YW.

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North Sails has teamed up with Nigel Musto to produce what they believe to be the most advanced sailing clothing ever made. Toby Hodges takes a look at the technology.

Very rarely do new brands of wet weather gear come along, so when North Sails decided to enter the foray and produce their own North Sails clothing it had to be pretty confident that it had something new and enticing to offer.

The world’s leading sailmaker headhunted an industry leader to give it the jump. Nigel Musto, previously the long-standing designer and consultant for the eponymous former family firm, was effectively given a blank sheet of paper to design the best wet weather gear in the world.

The new range of high performance gear comprises four new lines to suit sailors from the highest end of Grand Prix and inshore racing, to offshore and full ocean foulies.

Optimised for Fastnet Race/Sydney Hobart type races, or up to five days offshore, these are light weight and available as smock (£700), jacket (£700) and trousers (£600)

Manufacturing is done in one of the very few Chinese factories licensed to use the Gore-Tex Pro membrane. “In our market there are only two companies with the license for Gore-Tex kit – Musto and North Sails,” says Nigel Musto.

Speaking from the North Sails Gosport loft with the first garments ready to go in store, he explained that he had been trying to solve a number of key problems for years when the sailmaking firm approached him in January 2019.

The first centred on water repellent coatings: “Over the last 25 years various EU directives have meant durable water repellents (DWR) have been gradually watered down.” This is to reduce the environmental impact of the fluorocarbons they typically use. The downside is that they became less effective. “Where water used to bead off for weeks, now a good DWR will wet-out after a few days offshore and the garment becomes colder and heavier.”

He found that water gets trapped between the nylon yarns, which quickly adds weight. “We worked with Gore-Tex on some new fabrics and developed a TightWeave, which comprises incredibly thin, tightly woven yarns. This prevents the moisture getting trapped.”

The new fabric features: 4-layer durable laminate for robust reinforcement; Tightweave facing fabric; Gore-Tex Pro membrane; and and inner protective scrim

This, he says, has prevented the majority of moisture absorption, so the Performance garments are lighter and more comfortable.

“Yachtsmen had been telling me for 30 years that they were getting damp bums,” Musto continues. “Even though we would pressure test them and prove fabrics were not leaking we still couldn’t figure out why it would happen.”

New tech for North Sails clothing

They traced the problem to the patches used on the knees and seat of trousers. “Cordura holds a lot of water so gains weight when it wets-out. When you sew a patch on, it creates a pocket that can never dry out. Body heat warms the water up in this pocket and the breathability process reverses and moisture goes inwards.”

DuraSeal is a new 1.2mm thin neoprene for a durable watertight seal

North Sails happens to be a world leader in lamination technology, says Musto, “so we found a way of laminating on top of Gore-Tex.” Called 4DL, which means 4-layer durable laminate, the fourth layer is a non-absorbent material on top of the 3-layer Gore-Tex.

Laminating the patches stopped water getting through and prevented pockets forming.
“We found we had fixed all of the issues suddenly and the bonus of the combination of TightWeave fabric and 4DL patches is a garment which weighs 30% less than others when dry and with 70-80% less absorption of traditional gear when wetted out.”

“From a sailor’s perspective this is so much more comfortable – not holding water so you’re not getting cold.”

The fabric could revolutionise performance sailing kit, says Musto: “4DL patches are as big an advance in technology as Gore-Tex was in the 1990s – the pros are saying it’s that comfortable.” IMOCA skipper Kevin Escoffier has sailed 30,000 miles in his kit.

North’s new Performance range also introduces other new tech such as a permeable nanofibre to help ensure its GP line is ultra lightweight, and a neoprene-based DuraSeal for waterproof neck and wrist seals, which won’t perish under UV like latex seals.

The range is currently available in unisex sizes S-3XL, with women’s-cut items due 2022.

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How to stow, conserve or generate drinking water for sailing is key for any offshore sailor. Toby Hodges surveyed the 81 skippers of the ARC 2020 fleet for tips

Water is the source of all life. For any sailor considering extended cruising or an ocean crossing, the ability to carry or produce sufficient fresh water for sailing is a top priority.

But how do you decide how much water to ship or how best to generate your own? Our survey of the Atlantic Rally for Cruisers (ARC) fleet last year focused on water.

We asked the skippers how much water they carried for sailing, in what form, how it was used and, for the majority with watermakers, detailed questions about the generation of water and how the equipment performed at sea.

Since we last ran a survey on this topic in 2014 our collective attitude towards waste has arguably changed for the better. That fleet of 193 yachts carried over 28 tonnes of bottled water with them across to the Caribbean. All sailors today should consider how every consumable item they carry aboard will be disposed of when they reach their destination.

Pogo 12.50 Rush. Photo: James Mitchell

The main decision ocean sailors face with water stowage is whether to fit a watermaker, which is both a practical and a financial decision. Generating your own water is one of the best investments cruising sailors can make towards comfort and true independence.

ARC skippers over the past two decades have consistently described watermakers as one of their most vital pieces of equipment. “To us, a watermaker is the single best thing you can have for cruising by a fair margin and fully changes the game,” thinks Rush’s Ian Baylis.

Three-quarters of the skippers who replied to our survey had watermakers aboard. The seven yachts listed as not carrying one were all smaller entries between 35ft and 45ft and typically over 20-year-old models. They carried extra water in bottles and jerrycans and used it sparingly.

Usage and conservation of water for sailing

Being frugal with water becomes second nature to most cruisers. The majority of respondents said their crew only showered every three days, 12 every two days and 13 daily.

One of the most common pieces of advice from skippers concerning water conservation is to fit a saltwater tap and to use seawater whenever you can. “Cook with salt water when possible,” advises the crew of Montana, a Swan 48 S&S from 1973. Yet over half of the respondents did not have a saltwater tap fitted in their galley, nor even a manual freshwater pump in the galley or the heads.

“The saltwater tap in the galley is essential,” thinks Tobias Gröpper on his Sunbeam 44 Pivot. “We still have 50% of our tank capacity on arrival although we took showers etc.”

Jorn Aalefjær, the Norwegian skipper of Ticora III, and Dane Martin Nielsen aboard his Jeanneau 53 also both stressed the benefit of fitting a saltwater tap.

Suffisant, one of the smallest entrants, a Beneteau Oceanis Clipper 331 from 1990, has only small tanks, but uses a Katadyn Power Survivor 40E watermaker. They used salt water to wash with and had manual taps fitted in the galley and heads.

Swiss skipper Marina Passet says: “Salt water is no use for washing clothes, but can be used for brushing teeth, washing dishes and vegetables.”

Article continues below…

Water on board: what should you carry? We ask ARC skippers for tips for an Atlantic crossing

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Seasoned cruising sailors the Blacks aboard Bowman 57 Emily Morgan, say they have used their set-up for 8,500 miles and would not do anything differently. They relied on their Spectra Ventura watermaker, but advise closely monitoring the tanks: “We graph tank levels daily,” says Anna Black. “If the level is below the line then no more fresh water showers until it returns. Allow 20% extra in case of problems.”

Many other crews, including on the Sunbeam 42.1 Ibex, were happy relying on desalinated water without needing large back-up quotas of water.

The Chung family aboard Kaizen use a four-filter system to purify their water and drink everything from the tank. They have an instant hotwater tap, and “we make our own sparkling water and have reuse cannisters for emergency”, says Kean Chung. Their Oyster 49 has 1,000lt tanks and a Sea Fresh H20 watermaker, so the crew were able to shower daily and there was no need for any bottled water.

Water stowage

There should be no need to rely on single-use plastic water bottles when cruising. Reusable bottles, flexible or collapsible bladders and jerrycans are a perfectly adequate solution for storing reserve water, particularly if you have a good filtration system.

Use salt water when possible, for washing clothes, dishes or taking showers. Photo: Thomas Horgen

Recycling plastic is not possible on many islands. While in recent years IGY Rodney Bay Marina has provided a plastic recycling service for visiting yachts, run in co-operation with a local community group, due to COVID restrictions the service was suspended in 2020.

So it was disheartening to find that nearly half the fleet still shipped over 100lt of bottled water each, while seven yachts carried over 250lt of bottled water, despite five of these having a watermaker.

Many skippers still like to carry bottled water as a contamination-proof back-up or for monitoring intake. Aboard Escapado for example, a Beneteau first 40.7 with no watermaker, they carried over 250lt of bottled water.

Skipper Sophie Iona O’Neill says: “One person kept a tally and did three fills of everyone’s water each day.” She says the total daily consumption amounted to: “two litres of drinking water per person, plus one litre of tea/coffee, giving a total of 3lt of fluid per person, per day,” – a useful statistic for those planning water consumption.

Water generation

If installed correctly and serviced properly, a watermaker should perform consistently well. The majority of 2020 ARC skippers rated their watermakers most highly, with 70% giving 5/5 for reliability.

Wash-up in seawater, then just rinse in fresh. Photo: Tor Johnson

Just eight skippers reported having any issues with their equipment. Any problems were either fixed with spares or the result of another issue, such as a power source problem (Adagio had issues with their genset and, in the case of the Malo 43 Ydalir II, the fault was traced to a leak onto the inverter).

The few who experienced any faults with their watermaker’s performance were typically those who had only installed it that season. The overriding advice is to make sure you have tested your system thoroughly at sea before embarking on an ocean passage.

With prices typically ranging from £4,000 to five figures, it is worthwhile making sure a watermaker is working smoothly and knowing how to service it properly in advance.

Have the power

The ability to harness power naturally and to store it efficiently is changing the watermaker world.
“If you don’t want to use diesel to make water you need a lot of power generation,” warns Lucky Girl’s Charlie Pank, who has a Schenker Modular 30. However, only five skippers say they increased their battery capacity when their watermaker was fitted.

Paul Lemmens was very happy with his Rainman AC 120lt per hour unit aboard his Hanse 455 Veni Vidi Vix, but advises: “You need good batteries/large inverter to function.” He fitted an extra 400Ah of lithium batteries when the watermaker was installed.

The advent of high DC power has had a marked effect on watermakers, says Mactra Marine’s Jim MacDonald, who, COVID restrictions apart, usually attends the ARC start for any last-minute watermaker problems or services. “Go for a low-energy system that will run off the batteries,” he advises. A good bank of solar panels or a hydrogenerator can really help – nearly half the fleet used solar to help charge their batteries.

Many of the crews in the ARC still carry significant amounts of bottled water.

“As lithium has become more prevalent, DC systems with energy recovery are coming into their own,” MacDonald continues. “This means that whatever your means of power generation, you can always use your watermaker – whereas with the old-fashioned AC/high-pressure pumps you had to run the genset to make it work.” He has also seen the reliability of modern watermakers improving as they increasingly use electronics where possible.

Despite its modest output of 20lt per hour, the Blacks on Emily Morgan rate their Spectra Ventura very highly. They installed it themselves in 2017 and describe it as “invaluable in the Pacific – simple and reliable”.

The German Schaals aboard their Bavaria Cruiser 42 Nikajuma say they wouldn’t change their set-up and that the Echo Tec DML260 always worked – but noting “that the test tap is very important”.

Filtering water

Whether storing water in tanks or making desalinated water from the sea, filtering out any impurities makes sense. “We added 5ml of chlorine in the tank to kill bacteria and used LaVie water purifiers to get the chlorine smell out of the tap water we drank,” says Patrice Charbon, who was sailing the new Fountaine Pajot Astrea 42 Eden Blue for LP4Y with four friends.

Bottled water is still popular on board, despite the potential environmental impact. Photo: James Mitchell

They were trialling a new form of UVA water filtration technology on their desalinated water. Charbon, an associate of the inventors Solable, explains: “The strong LED light beam generates UVAs which break the chlorine molecules. As a side effect, an advanced oxidation process flushes the water eliminating all molecules of pesticides, medicine or hormones that one can find in tap water.

“A 30-minute purification would bring fresh, pure water to our table every day,” concludes Charbon, calculating that the watermaker and filters helped them save “over 200 plastic water bottles for our crossing and over 12kg of PET since our departure”.

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The post Water for sailing: We survey the ARC fleet to find popular options appeared first on Yachting World.

One of the most eagerly anticipated new launches, the radical ClubSwan 125 is launched, sailing and preparing for the Rolex Fastnet Race. We take a look at this offshore speed machine

Nautor’s Swan announced it was to build a record breaker in 2018 and it’s been a long wait living on the teaser renderings of its ambitious new ClubSwan 125.

An early rendering of the ClubSwan 125 hinted at serious record-breaking performance

Now the black and yellow rocket ship, named Skorpios, has launched from Nautor’s Swan’s BTC in Pietarsaari and as you can see from the sail trial pictures, it is one powerful-looking performance machine.

Photographs from the latest sail trials of the ClubSwan 125 don’t disappoint – check out that sail area!

Dmitry Rybolovlev, an international businessman and current president of AS Monaco Football Club, is the owner and lucky helmsman of Skorpios. The ClubSwan 125 is named after the Greek island owned by his family trusts.

Rybolovlev has proved to be a capable racing helmsman already. Competing onboard his ClubSwan 50 (now renamed Sparti) he won the ClubSwan One Design World Championship in 2019.

Record chaser

Enrico Chieffi, Nautor Group vice president and ClubSwan 125 project leader says this is “the flagship in all respects of our yard” and describes how the brief changed from a fast inshore racing superyacht to a record breaking leviathan. “The boat has been developed to be very successful in offshore racing and attempting to beat the monohull records around the world.”

The first major test for the Swan flagship looks set to be the Rolex Fastnet Race this August. Bearing in mind that Skorpios has the draught of a small container ship at 7.4m, it could be a stressful event for her navigator. With an overall length of 42.6m including bowsprit, Skorpios will overtake the Baltic Yachts built Nilaya as the biggest monohull ever to enter the Rolex Fastnet Race.

The Skorpios team skipper is the former Spanish Olympic champion Fernando Echávarri, who won the Tornado class at the 2008 Games in Beijing.

Skorpios is skippered by the Spanish Olympic Tornado gold medallist Fernando Echávarri,  a former Volvo Ocean Race skipper.

In 2016, Nautor’s Swan launched the innovative Juan Kouyoumdjian-designed ClubSwan 50, the first non-Frers Swan in four decades. It proved an instant success and became a European Yacht of the Year winner. But perhaps the even greater result of that partnership is the birth of this new supermaxi.

The ClubSwan 125 shares some of the ClubSwan 50’s aggressive design traits, including a mast stepped particularly far aft and raked aft, which, together with that extensive bowsprit, creates an enormous J area for furling foresails.

The jib area alone is 413m2 and Skorpios can set almost 2,000m2 of sail, enough to cover seven and a half tennis courts. Her sail area to displacement ratio (over 65) is simply off the charts.

Crazy stats

“Designing a racing sailboat, able to reach a speed in the region of 15 knots upwind and that will always be faster than the wind speed downwind is something unique,” enthuses Juan K.

The cockpit cuddy, which looks like it was inspired by the X-Wing fighters on Star Wars, makes the Swan reminiscent of his iconic Volvo 70 design.

The Argentinian designer says that in order to keep the displacement under 60 tonnes – which is ridiculously light for the ClubSwan 125’s length – they opted for a canting keel. This allowed the team to achieve the necessary righting moment with a smaller bulb to keep weight down, he explains.

Foil technology

A unique single, curved daggerboard or rotating C-foil with an asymmetrical profile was developed, an upscaled version of the ClubSwan 36 foil. This can be set on either side in a similar fashion to the DSS foil used on the 142ft Canova and was designed to create both sideways and vertical lift, as well as to reduce hull drag.

It is hydraulically controlled and helps to get the boat out of the water when reaching, described as ‘skimming’.

The ClubSwan 125 boasts enough beam carried aft to park a 28ft sportsboat across its transom. Twin rudders are used to keep control and because the ClubSwan 125 will always sail heeled.

The rudders sport Juan-K’s trademark sawtooth profile which he compares to the tubercles of a whale. These were first seen on Rambler 88 and are designed to limit drag when dipping in and out of the water and to prevent the blades from stalling.

Such an ambitious project requires a formidable team. Project manager Bob Wylie, is responsible for the deck and sail handling of the ClubSwan 125. The deck gear comprises the latest Harken carbon and titanium products. “It’s rare to see innovation in so many areas on one boat,” says Peter Harken. “What a rocket ship!”

The ClubSwan 125 Skorpios is owned by Dmitry Rybolovlev

Out-and-out racer

Nautor’s Swan used full race boat construction techniques including unidirectional prepregs, with Nomex and Corecell cores. The Finnish yard wanted the interior to reflect the state-of-the-art composite construction. The carbon-finished hull sides are left bare, the structures deliberately exposed.

The keel, bulb, daggerboard and rudders were manufactured by Italian carbon specialist Eligio Re Fraschini S.p.A. The hull of this first ClubSwan 125 has been painted a gleaming black and wrapped with a yellow design that runs from the tip of the imperious bowsprit to the twin rudders aft and is echoed on the North 3Di mainsail.

“I truly believe the ClubSwan 125 will raise the stakes in the sailing world and set a milestone in the whole marine industry,” thinks Juan K.

Nautor Group CEO Giovanni Pomati describes Skorpios as ‘a beast’, while its president Leonardo Ferragamo says: “The project has been amazing and the opportunity to work together with the greatest boat builders, designers and technicians around the globe, was awe-inspiring”.

ClubSwan 125 specifications

LOA: 42.62m / 139ft 10in
LWL: 36.60m / 120ft 1in
Beam max: 8.75m / 28ft 9in
Draught (canting keel): 7.4m / 24ft 3in
Displacement (light): 58,820kg / 129,675lb
Ballast: 23,230kg / 51,213lb

If you enjoyed this….

Yachting World is the world’s leading magazine for bluewater cruisers and offshore sailors. Every month we have inspirational adventures and practical features to help you realise your sailing dreams.

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The post The fastest monohull ever? Meet the ClubSwan 125 appeared first on Yachting World.

Toby Hodges looks at the latest inflatables, water toys, and accessories that will help maximise your enjoyment afloat in the sun

With the Northern Hemisphere summer now in full swing many of us have our boats back on the water. But with long distance cruising still difficult, perhaps it is time to look at some fun inflatables and water toys to make the most out of your time on the water this summer.

Here in the UK it may seem like we have a comically short summer season, but the Brits certainly like to make the most of the sun when it does choose to come out. While gearing up for your summer cruise or next long weekend in the sun however, have you considered which kit might maximise your enjoyment aboard?

It’s still all about inflatable tech and electric power in the tenders and toys world – and some foiling too of course.

Red Paddle Co Ride 10’6 stand up paddleboard

A few years ago a step change in technology brought us the inflatable stand-up paddleboard (SUP). It was not long before many yacht owners added them to their inventory thanks to affordable prices, along with their compact size and light weight – some fit in a small backpack and weigh less than 8kg. These are fast becoming a replacement for inflatable dinghies for some.

Nowadays you’ll likely be the odd one out in an anchorage if you don’t carry a SUP (or two) aboard – and in which you’ll be missing out on fun, exercise and some adventure for all the family.

This will be our fourth year/season of using our Red Ride 10’6 and for much of the summer it replaces any need for a conventional inflatable tender. This remains the most popular all-round and near-bulletproof model available.

The Plymouth-based company has since released a 9’6 Compact model, which better suits small lockers.

Red Paddle Co Ride 10’6 deals

Buy it now from Red Paddle Co

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Yamaha Seawing II

For those who can’t be bothered with flippers… this is the latest in the Seabob style underwater dragging craze. The Seawing II is licensed by Yamaha and has twin motors that pull to a speed of 5mph (faster than it sounds when submersed).

The 10aH battery pack gives a run time of around 40 minutes and charges in three hours and there is a battery level display. It’s very compact and weighs just 3.7kg.

Yamaha Seawing II deals

Buy it now from Amazon (US)

Buy it now from Amazon (UK)

ePropulsion Spirit 1.0 EVO

Meanwhile, we recently conducted a test on lightweight inflatable dinghies with sister title PBO and on electric outboards with Yachting Monthly. The results for both will be published during the autumn but it’s clear to see that the days of petrol outboards aboard yachts look numbered.

ePropulsion’s Spirit EVO range looks particularly appealing. These are the first electric outboards with hydro generating capabilities. The Spirit 1.0 EVO is equivalent to a 3hp outboard, which can charge while sailing.

Buy ePropulsion Spirit 1.0 EVO from Norfolk Marine

F-One Rocket Air

There have been two recent explosions in the watersports market: firstly with inflatable toys such as paddleboards and then with foiling. So what happens when you fuse the two?

Rocket Air – potentially the best bang for your buck that you can fit in a compact locker space. It can be used as an inflatable surf or paddleboard, or with the addition of a foil, for foil surfing, foil paddle boarding, wing foiling (with an inflatable wing) or just towing behind the tender (it’s amazing how little pulling power you need).

F-One offers a range of sizes from 4ft 10in (75lt) through to a 7ft 11in board, which has a massive 185lt of volume. The smaller boards better suit surf and wing/kite use and the larger boards are for wing and SUP enthusiasts.

They are designed around F-One’s highly popular rigid boards, down to the same foil position.

The dropstitch construction is ideal for the stiffness required while ensuring a ding-proof toy to lug around your yacht.

Buy F-One Rocket Air from sup.co.uk

Packraft – Lightweight inflatable dinghies

Packrafting is the latest new inflatable water sport with equipment relevant to cruising yachts that’s rapidly gaining popularity, says Rupert Holmes. It uses ultra lightweight one or two person inflatable dinghies, many of which weigh less than 2kg.

These are made of a very lightweight urethane nylon fabric that’s resistant to both abrasion and tears.

It’s also possible to find lower priced packrafts made of a similar PVC to inflatable tenders, though these tend to be somewhat heavier at around 8kg.

While a packraft is unlikely to replace a conventional tender it means there’s no longer a big barrier to carrying one, or even two, spare dinghies. This can enable crew members to go ashore independently, or allow older children to explore a sheltered estuary, for example.

The Anfibio Sigma TXV is a two person model with a transparent floor panel so that marine life can be viewed under the boat.

The boat weighs 2kg, while each of the two seats adds a further 250g. This model is 260cm (8ft 6in) long, with minimum tube diameter of 27cm – barely more than an inch smaller than the old Avon Redcrest, though the narrower beam restricts payload.

It’s important to recognise that there are many different specifications of packrafts available.

Some are only suitable for use on lakes and other very sheltered bodies of water, while at the other end of the spectrum others are designed for use in white water.

Buy Packrafts at packrafting-store

Electric scooter

A growing trend with cruising sailors is to use electric scooters as a mode of transport ashore as they are much more compact than a folding bike (for stowage and transporting ashore).

There are so many available now ranging from around £250-£2,500, but as well as price, chief considerations include battery limits, wheel sizes and weight, plus the need to check out the legal constraints of using specific models and speeds in different countries.

Pictured is the popular Pure Air Pro, priced at £599 from www.pureelectric.com. There’s a handy guide to the latest at t3.com.

Temo 450

For those going lightweight this electric sculling oar remains an intriguing solution. The 1.7m long oar contains a 450w electric motor and built-in rechargeable battery, which provides 45 minutes of grunt at full speed. The TEMO weighs only 4.9kg

Buy Temo 450 from temofrance.com

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The post Best water toys: the latest inflatables and kit for fun afloat appeared first on Yachting World.

For those of us without a fridge onboard - of merely wanting to keep drinks cold from ship to shore, a top quality cooler box is essential

With the summer now in full swing, keeping cool is key for those of us spending time out on the water. And for those of us heading to the beach – or without a fridge onboard – a cooler box is a key bit of kit for helping keep food and drink cool and refreshing.

The ability to enjoy an ice-cold refreshment during or at the end of a day afloat is to some, including myself, of paramount importance. So much so that keeping things cold can become a somewhat addictive pastime in the summer.

Of course the simple answer to this might be a good refrigeration system, but for those with limited cold stowage or who want the option of being more portable and beach-ready, a cooler box is absolutely essential! A good cooler box will keep drinks cold for days, so keeping one in the cockpit during those sunny weekends will leave your fridge space below decks clear for food.

Yeti makes some of the best cooler gear I’ve come across. It’s built to take on the rigours of the wild and its marketing approach has a healthy reliance on word of mouth.

It puts the product into the hands of fishermen and boaters who require coolers on a regular basis, so they can see just how robust and fit for purpose it is.

Granted the price tags may make your eyes water and could put many off. However, when you consider how much your frustration levels are tested when kit breaks and needs to be replaced, then the motto of ‘you get what you pay for’ should ring true with Yeti.

Indeed first impressions and comments on its products all centre on how well built they are.

Yeti Roadie 24

This is perhaps the most exciting addition to our good ship this summer. It’s a wonderfully robust compact cooler box. The trickery lies within its densely insulated walls, which are pressure-injected with polyurethane foam to ensure your ice doesn’t melt for days (literally). The latches give a reassuring clunk as they close, like shutting the door of a German car. Carry handles are integrated into the moulding each side, the strap makes a heavy load practicable and I like the non-slip rubber feet for protecting the decks.

The Roadie doubles as a sturdy seat or step with non-slip coating on the lid, which I have already found useful for reaching the boom and securing the mainsail. I have tested it against other coolboxes, by placing a set amount of ice in each and the Yeti won hands down.

I then took it aboard for our first truly sunny summer weekend, and despite leaving it baking in the sun in the cockpit, was pleasantly surprised that just one bag of ice kept all drinks perfectly cold.

The 24lt model is 13in high inside to fit a standard wine bottle and can fit 18 12 oz/340ml cans. Yeti also makes its own Ice Packs, which are designed to fit the cooler and to pre-chill it to keep ice frozen for days.

Yeti Roadie deals

Buy the Yeti Roadie 24 from Amazon (UK)

Buy the Yeti Roadie 24 from Amazon (US)

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

Hopper Backflip 24

For those who don’t want a hard cooler box, the Hopper is a formidable portable alternative, complete with backpack straps for lugging cold ones to or from the boat/beach.

A no-nonsense leakproof zip gives instant clues to the build quality. Closed-cell foam is used for the insulation. Check back here for ongoing reviews of these products as the season progresses.

Yeti Hopper Backflip 24 deals

Buy the Hopper Backflip 24 from Amazon (UK)

Buy the Hopper Backflip 24 from Amazon (US)

Dometic Patrol

Dometic has launched its answer to Yeti’s hard coolers in a new range of Patrol iceboxes. Built to last from rotomolded polyethylene with PU insulated walls, they come in a range of new colours.

They feature leak proof drains and full length hinge pins and are available with rod or cup holders as optional extras. Three size options: 20lt, 35lt, 55lt.

Buy Dometic Patrol coolers from Dometic

Dometic CFX3 25

This is the most compact new electric cooler box from mobile experts Dometic. We have tested a couple of the larger models in this premium end range in the past and they are impressive mini portable fridges.

This 25lt model is small enough to fit behind your seat in the car, which makes a useful option for keeping some key items cool en route to the boat. Downsides? Insulation means weight, so go for the smallest you can – and they’re not cheap.

Dometic CFX3 25 deals

Buy Dometic CFX3 25 from Amazon (US)

Buy Dometic CFX3 25 from Dometic

GoSun Chillest

The future of the cooler box? An off-grid mobile cooler box which includes a lithium battery and solar panel, this is taking cooler box tech to the next level.

The 45lt coolbox doesn’t require ice – in fact it can make its own (it has a freezer section) – and has a compressor which lets you regulate temperature between -20 to 20ºC. It includes all-terrain wheels, an interior light and tie-down straps. Launching in July.

Buy GoSun Chillest from GoSun

Yeti wine tumbler

If your plastic glasses don’t do your Cotes de Provence justice, or you don’t like risking broken glass on board, these 10oz tumblers make an attractive yet robust solution which will also keep your beverage ice cold.

Made from stainless steel and available with lids, we’ve found the double wall vacuum insulation really works – clammy hands don’t warm the good stuff inside. They are dishwasher safe and come in funky colours.

Yeti wine tumbler deals

Buy the Yeti wine tumbler from Amazon (UK)

Buy the Yeti wine tumbler from Amazon (US)

If you enjoyed this….

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Using a waterproof bag is the ideal way to protect essentials afloat. Toby Hodges tested a range of current backpacks and cylinder drybags to identify which is best for purpose

Once a novelty, then a go-to item for dinghy sailors, a drybag is now a must have for all sailors and watersports enthusiasts. After all, why would you not keep your kit and valuables waterproof when afloat? But with so many options on the market it can be difficult to choose the best waterproof bag for your needs.

We chose a range of bags from 25lt to 50lt as typical options for taking for a day ashore and soon found that these are largely ‘get what you pay for’ items.

If just taking layers ashore/to the beach, a cheap dry tube style bag will be fine, albeit not overly durable or practical in use. Also the typical single shoulder strap these have is not comfortable when the bag is laden.

It is arguably a better investment to choose a more robust backpack or duffel style bag with external pockets, more comfort features and better waterproofing. It should last longer, better protect your kit and be more comfortable to carry.

Overboard and Aquapac are two specialist companies in this market, so we included one of each style bag from both companies.

Article continues below…

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The bags are not designed to be fully submerged, however with different companies listing different waterproofing claims, we felt a submersion test was the best way to compare waterproofing – a simulation perhaps of falling overboard with a bag on your back.

Actually, they are so buoyant when properly sealed that they would make a useful aid to hold on to if you did fall in.

The results were quite surprising, particularly if you were thinking a cylinder roll top would keep the water out the best. We have also been using the bags regularly over a couple of months to evaluate their comfort and ergonomics.

Each bag was lashed underwater for 10 minutes before seeing if it had leaked and measuring any water ingress.

Bear in mind that it is very hard to actually pull a bag with air in it underwater, so they were kept only at or just below surface level, which is still more than is ever likely or that they are designed to protect against – waterproof bags are typically rated to IP66, which certifies they can handle powerful water jets from any angle.

Best waterproof bag: Backpacks and duffels

Overboard 30lt Pro Sports Backpack

British brand Overboard specialises in waterproof bags and cases with an impressively extensive range and a clear, intuitive website to help you make a suitable choice.

This backpack is a well considered design for dinghy trips ashore and was thus a go-to choice for a week’s vacation, where we used it everyday.

Features I particularly grew to like are the adjustable chest straps and sternum straps which help make it feel like a comfortable hiking backpack, the front mesh for stashing a layer and the side pocket for keeping a water bottle to hand. There is also a small internal pocket for an iPad.

Empty weight: 1.21kg
Waterproofing: [300ml ingress] 6/10
Verdict: Well designed, practical and feels durable. A great all-rounder.
Rating: 8/10

Buy Overboard 30lt Pro Sports Backpack at Amazon (UK)

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

Red 40lt Kit Bag

We selected this bag as our joint winner of our test. There’s a lot to like about this bag and it’s easy to understand why Red’s founder tells me they have become extremely popular.

It’s stylish and light weight, with smooth zips designed not to snag, and the best part is that it’s made out of recycled plastic bottles (TPU). And the zips and seals really work too – this was one of only two bags not to let a drop of water in during our submersion test.

The duffel style design can be carried conventionally over the shoulder or has detachable shoulder straps for use as a backpack. There is one large padded pocket inside which is separate to the interior – ideal for keeping either valuables or wet items separate – plus two more external pockets, so you are spoilt for choice of where to keep essentials.

Clips at each make it easy to attach to the boat to prevent it falling overboard and there’s a sturdy handle too. I scratched my head over the removable inner liner for a while until realising its a changing mat – nice!

Empty weight: 1.4kg
Waterproofing: Dry. 10/10
Verdict: Stylish design is backed up by quality construction and waterproofing.
Rating: 9/10

Buy Red Original 40lt Kit Bag fromRed Original

Zhik 30lt Drybag

An aesthetically and ergonomically pleasing backpack, this is arguably the most stylish of those tested, which encourages use as an everyday bag without you feeling like a marine or camping nerd. The smooth outer nylon material is particularly tactile.

A top feature is the carrying comfort thanks to 3D mesh lining back supports, thick and wide padded shoulder straps and compression straps to reduce bulk. That said, there are no chest straps for heavier loads and an external zipped pocket could be handy to supplement the water bottle pouch. Inside there’s a double pocket, one of which is zipped.

Empty weight: 860g
Waterproofing: [300ml ingress] 6/10
Verdict: Most comfortable to carry for its size and looks great, albeit minimal on features.
Rating: 8/10

Buy Zhk 30lt Drybag from Zhik

Aquapac 25lt Waterproof Backpack

A very light and handy rucksack, with useful external pockets, including large water bottle holders and a removable back support. The shoulder straps are breathable and there are waist and chest straps for hiking comfort. Reflective material is used and the seams are taped.

Inside is a fluorescent yellow pocket which makes it easy to separate, find and retrieve specific contents without needing to pull out everything from the main chamber. There’s also a dedicated key pocket and reflective material is incorporated.

Empty weight: 740g
Waterproofing: [750ml ingress] 2/10
Verdict: Light, compact and inexpensive, good for the commute or a run/cycle ashore, but not the most durable or protective bag.
Rating: 6/10

Buy Aquapac “Wet & Dry” Lightweight Waterproof Backpack from Amazon (UK)
Buy Aquapac “Wet & Dry” Lightweight Waterproof Backpack from Amazon (US)

Yeti Panga 50lt

We voted this Yeti Panga as out pick of the litter in terms of robustness. This is the veritable Hummer of durable kit bags.

The Panga is among a range of Yeti kit we’ve used and abused regularly this season, all of which has come out favourably and as ‘get what you pay for’ items. Your eyes may water when you see the price, but you can be assured not a drop will find its way into this bag.

The robustness and quality of construction shines through. A laminated high density nylon is used for the bag’s construction, which is really hard wearing, but it is the near bullet-proof moulded EVA padded bottom and the size of the patented teeth on the zip which make you instantly realise this is a no-nonsense product.

There are six lashing points, and the handles at each end and buckles feel sturdy enough to haul a boat out with.

When you pull the zip fully closed it’s easy to tell the bag is hermetically sealed, as it becomes a giant cushion – and indeed can make a useful seat, even with just air inside. There are two zipped mesh pockets within.

If there are any negatives it’s that it is heavier and harder to stow flat than others (arguably the seat element offsets that though), and that you can snag your fingers on the zip’s enormous teeth.

Empty weight: 2.4kg
Waterproofing: Dry. 10/10
Verdict: Reassuringly robust, a bag which should last a lifetime.
Rating: 9/10

Buy the Yeti Panga 50 Duffel from Yeti

Best waterproof bag: Cylinder drybags

Gill Cylinder 50lt

A useful feature which divides this Gill model from most other or smaller rolltop cylinder bags are the removable shoulder straps, which allow you to carry it like a backpack.

This is the largest volume bag on test, capable of swallowing a stack of provisions, or wet weather gear or wetsuits for a family, so being able to spread the load equally over both shoulders has proven beneficial.

Made from puncture-resistant PVC tarpaulin, it has welded seams and a flat base. A useful feature is the semi transparent strip which allows you to see some of the contents, and a flat base for standing upright.

This fared the best of the rolltop bags in the submersion test.

Empty weight: 800g
Waterproofing: [100ml ingress] 8/10
Rating: 7/10

Buy the Gill Cylinder 50lt drybag from Amazon (UK)

Overboard 40lt

Although a classic rolltop-style bag, this has a couple of useful extra features in the removable shoulder strap and a robust grab handle.

Again, it’s PVC tarpaulin material with welded seams and uses three or four rolls to seal the top, which has a hard flap to promote a better seal. However, this didn’t prevent water from penetrating on submersion.

Overboard do a 60lt version with padded shoulder straps, plus waist and chest straps, which is an alternative to the Gill bag and would suit those who want to carry larger/heavier loads.

Empty weight: 730g
Waterproofing: [500ml ingress] 5/10
Rating: 6/10

Buy Overboard 40lt Waterproof Dry Tube Bag from Overboard

Aquapac 25lt drybag

The smallest and cheapest on test, this is a no-frills simple and affordable rolltop bag for taking on a dinghy run or paddleboarding. It is made from vinyl and has a removable shoulder strap.

It had the same amount of saturation as the Overboard rolltop during the submersion test.
Best feature? The high visibility colour.

Empty weight: 499g
Waterproof rating: 5/10
Rating: 6/10

Buy Aquapac 27lt drybag from Amazon (UK)

If you enjoyed this….

Yachting World is the world’s leading magazine for bluewater cruisers and offshore sailors. Every month we have inspirational adventures and practical features to help you realise your sailing dreams.

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

The post Best waterproof bag: 8 drybags tested appeared first on Yachting World.

By repurposing an existing hull design, has Beneteau just reinvented the 55-footer? Toby Hodges steps onboard the Oceanis Yacht 54 to find out

There’s something surprising and quite brilliant about the new Beneteau Oceanis Yacht 54, which I bet you won’t notice at first. I certainly didn’t.

It’s not the powerful looks or performance – anyone who knows the Beneteau First 53 should expect that this detuned version, which shares the same formidable hull shape, should sail well.

Neither is it the space and volume which that hull design affords, although that is obviously significant.

No, this feature is one you come to appreciate more gradually – once you are reclining in the cockpit, or perhaps after you have moved below decks and realise how easily you got there, and how simple it is to move between key areas of the boat. Essentially then, the brilliance of the Oceanis Yacht 54 lies in the deck design.

We tested, the Oceanis Yacht 54 on the Solent in 12-16 knots sea breeze. Photo: Richard Langdon

Those who have been aboard a range of large yachts in recent years will know many have segregated areas for sailing and relaxing. However, these typically come with a downside: if it’s easy to get around these large spaces and decks when flat, it probably won’t be at heel. Indeed, the Beneteau First 53 suffers somewhat from that issue.

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Video: Oceanis Yachts 62 – first of a new luxury range from Beneteau

Note the title ‘Oceanis Yachts’ 62. I missed it at first, assuming this was a new flagship for Beneteau’s traditional…

Hence some will place a higher value in designs which have deeper protective cockpits and/or high coamings, yet these can be the very barriers which make for a trickier thoroughfare while stationary.

The Oceanis Yacht 54 offers a formidable amount of exterior and interior real estate, yet makes it safe and easy to move between them, while somehow keeping the whole package visually appealing.

Reimagining

We sailed the First version 18 months ago, describing the all-Italian design efforts of Roberto Biscontini and Lorenzo Argento as perhaps the most elegant Beneteau ever. And while it is an attractive, slippery yacht, arguably more impressive is how well it’s been adapted to suit this Oceanis Yacht’s task of fast, easy, luxury cruising.

Powerful, long hull lines but with cruising-focussed cockpit and coachroof and sun protection designed in. Photo: Richard Langdon

This has been made possible thanks to modern hull shapes derived from racing yachts, which have brought about a step-change in internal volume and deck space for production yards.

Viewed from astern the Oceanis Yacht 54 is a yacht which will stop you in your tracks. Unlike the boxy Beneteau Oceanis Yacht 62 from 2016, this is all curves in an appealing, potent hull shape.

The 5m/16ft beam is formidable for a yacht of this length, but where the focus may have been on performance and stability on the First, here it is buying all that extra outdoor space in the cockpit and aft ends. It creates an extension to the living area, akin to adding a covered deck or conservatory to your home.

First impressions count at this size and the Oceanis Yacht 54 stood out handsomely berthed on the inside pontoon of a crowded River Hamble marina – it’s like seeing a Hummer parked amongst the family estate cars at the school drop-off. The UK’s south coast may not be ideal for a boat of this size, however the thrusters did their job of helping to manoeuvre it deftly in and out of this tight spot.

Oceanis Yacht 54 has speed to burn

As well as some bragging rights, a benefit of having a hull drawn by an America’s Cup designer is that it’s likely to get places quickly. This was instantly confirmed when we put the throttle down to search out the best breeze in the Solent and saw our speed threaten double figures.

Compact but smart winch area. Photo: Richard Langdon

Speed under motor is a relevant consideration for today’s time-poor owner, who will value the ability to get to their chosen sailing area as quickly as possible.

The test boat had the standard 80hp Yanmar saildrive and fixed three-blade propeller. Despite having to drag that prop around, the high average speeds continued for the rest of our thoroughly enjoyable time under sail.

We were blessed with one of those rare UK summer days that was hot enough to sail in tee-shirts and shorts while still appreciating the bimini above our heads, and also to encourage a thermal breeze to kick in and provide a consistent 15 knots.

Armed with a comparatively no-frills sail package, a fixed backstay and in-mast furling, it was a challenge to tease much shape out of the sails.

The optional genoa fitted at least helped us to fetch and reach at speed and with some heel angle. The standard self-tacking jib makes sense if you have furling offwind sails as the mast is positioned relatively far aft, leaving a large area for flying a variety of different sized foresails.

Easy access through the cockpit. Photo: Richard Langdon

A taller mast with slab reefing or boom furler is an option, however, the Oceanis Yacht 54 seems powerful enough in its standard guise, with serious form stability and a high sail area to displacement ratio (23.3).

Easy speed, easy miles

The Oceanis Yacht 54 was quick to power-up and maintain a high average speed while beating and fetching, keeping over 6 knots weigh on through 85° tacks.

The instruments only showed GPS speed over ground (SOG) rather than a log readout, so with a strong ebb tide it was hard to gain accurate speed figures. But pointing upwind (40-45°) it clocked approximately 8 knots, which climbs over 9 knots if you free off to 60° to the true wind, and touched double figures frequently when reaching.

Small heel angles are enough to increase righting moment, waterline length and speed. Powering up the Oceanis Yacht 54 becomes quite addictive. It’s a yacht which makes you want to go longer, further, and tempts dreamy thoughts of a tradewind ocean crossing.

Twin rudders set well outboard made light work of the steering, which remained fairly neutral in those conditions. While that is good for minimising the power draw of an autopilot, there was little helm feedback so owners will need to be careful not to over-canvas.

Steps to the swim platform and garage, which can house a fully-inflated 2.4m dinghy or this partially deflated 2.7m RIB. Photo: Richard Langdon

The mainsail is sheeted onto the arch and led aft to the pair of cockpit winches each side in front of the pedestals. With good communication it proved relatively easy for two of us to sail and trim the yacht effectively, but with minimal winches mounted close together you have to be tidy with the line tails, coiling and stowing those not in use. There are neat bins for these below the aft part of the cockpit benches.

Blindspots are an issue under sail. I like to be able to constantly monitor the mainsail, which is tricky to do with just two small panels in the test boat’s bimini. Adding more clear panels would help.

You also need to be vigilant about checking if it’s all-clear to leeward. Things happen quickly at these speeds and we found ourselves crossing the Solent faster than expected and hastily needing to put in tacks before we ran out of water.

Expansive

The current form for modern, fast, warm weather cruisers with clean decks is to keep things minimalist. That may look sleek, but when you heel it can get ungainly as crewmembers slide off benches and have no real protection from the elements.

Aboard the Oceanis Yacht 54 you notice some key changes over the First 53 which prevent such situations and create possibly the largest, most comfortable and usable cockpit in its class.

When venturing from the cockpit to the side decks, for instance, you realise you don’t have to clamber awkwardly or potentially dangerously over the coamings, but can walk safely around the aft quarters, clear of the bimini structure. These side decks feel particularly safe thanks to a high bulwark – designer Lorenzo Argento told me they managed to achieve this in comparison to the First 53 by lowering the deck, which also increased interior light.

The side decks and bulwarks allow you to pass safely around the outside of the cockpit. Photo: Richard Langdon

Large helm seats behind the wheels give a feeling of security to the open transom design. And then there is the staple feature of an Oceanis – an arch to take the mainsheet and support a large sprayhood which protects the cockpit.

Rather than the afterthought they can often look like, the bimini and sprayhood are integral to the design and provide a lot of protection without looking overly ungraceful. And they create the ability to enclose all that space. With the addition of side panels it’s the equivalent of a modern covered home extension with bifold doors.

Push a button on the helm pedestal and the transom door opens, revealing integral steps to yet more deck space on the beamy swim platform and aft access to the sizeable garage.

The max beam is taken right aft, which means there is still room for deep quarter lockers. For practical deck stowage, there are shallow lockers below the cockpit benches or helm seats, plus a large, deep liferaft locker in the cockpit sole. Large items such as fenders and toys can be stowed in the garage/dinghy via a deck hatch or in the cavernous sail locker (which is well fitted out in crew cabin guise).

Twin cockpit tables, which can lower to form sunbeds, make it easy to pass through the cockpit while providing some bracing support. Together with the sunpads to each side on the flat coachroof beneath the sprayhood, as well as the long benches, there is a significant amount of lounging space, all of which is kept clear of any sailing systems.

An absolute must, however, would be to opt for the cockpit bench cushions which have in-built backrests, as the coamings below are too low to provide meaningful back support.

Easy does it

A particularly shallow companionway descent leads you into an expanse of space and natural light and an appealing, open and modern design. Again you start to appreciate the ease with which you can pass from one area to another.

Prodigious natural light through the huge hull portholes and coachroof windows. High bulwarks provide some privacy to those below decks. Photo: Richard Langdon

To its credit, Beneteau has retained the excellent radiused and fiddled furniture of the First. Not only does this look and feel high quality, but it is refreshingly at odds with many production yacht builders who currently favour squared edges.

The fiddles, combined with plenty of handrails, are also practical – despite the large spaces to negotiate at heel, there are plenty of points to grab hold of for support.

The layout options include a third heads compartment, which takes up a little of the port aft cabin and some galley worksurface, and a crew cabin instead of the sail locker. That’s it. So when Beneteau says this is its ‘semi-custom’ range, it’s not really talking about offering any major bespoke decisions.

Modern hull shapes create significant volume in the forward ends. Dividing the heads and shower compartments to each side also helps open out space in this owner cabin. Photo: Richard Langdon

The Oceanis Yacht 54 lacks the indulgent saloon seating area of the First 53, but instead you get a more practical set-up with a proper fixed table which can seat four, or six with the addition of directors chairs, and a dedicated chart table to port. The chaise longue abaft the navstation is a marvel, thanks to a section which can raise beneath your knees for serious reclined comfort.

I also like the myriad stowage space. The usable bilge compartments in the saloon and galley all have sole boards which lift on struts. These panels sit on rubber dampeners and are varnished on the undersides (although the ply is left exposed on the sides).

The galley is more comparable to a kitchen in a modern apartment than a traditional dark snug. It is large, sociable and well laid out, with plenty of worksurface, refrigeration and stowage space, which is why I’d opt for this layout unless you really do need a third heads.

Plenty of engine access. Removable panels between the aft cabins give access to a large mechanical area for a generator. Photo: Richard Langdon

A minimalist design is maintained by hiding things away, including the instrument panel. The systems can be viewed and controlled on a mobile device or an intuitive touchscreen using Beneteau’s Ship Controller system.

That impression of space you get on descending the companionway is repeated on entering the forward cabin, which has huge hull ports and twin overhead hatches. Splitting the heads and shower each side also serves to open up the cabin, and again practical stowage is commendable.

The bare teak double seat in the shower is a nice touch, although this and the heads could do with a larger hatch for ventilation and, for this price level of yacht, a heated towel rail wouldn’t go amiss.

The light oak Alpi finish is smart and the fixtures and fittings in general throughout the boat are at a noticeably and consistently higher standard than the Oceanis range, including soft-closing drawers and magnetic door latches, which prevent snagging. It all looks good in showroom condition, albeit a little sterile, beige and in need of some personalisation to make it homely.

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The post On test: Oceanis Yacht 54 appeared first on Yachting World.

Toby Hodges takes a look at some of the best sun protection kit on the market for sailors from hammocks and fans to sunscreens and hats

Year-round exposure to the sun and the double-hit of rays reflecting off the water means that sailors have a high risk of skin damage, making sun protection key onboard.

Liveaboards and those who regularly cruise in the tropics will know the value, indeed necessity of fitting quality biminis and awnings, as well the requirement for ventilation below decks.

For those of us who are more sun-deprived and crave some vitamin D, or for when fitting biminis for a short summer season is less practical, then protecting yourself and each crewmember individually from the damaging effects of UV is invaluable. The radiation emitted by the sun is an invisible killer, which can pass through clothing and is responsible for 90% of melanoma skin cancers.

LifeJacket, a British sun protection brand (see below), recently partnered with SkinVision, to help encourage people to routinely check for skin cancer by offering its customers free, instant and unlimited skin checks for seven days.

The app uses artificial intelligence to compare a user’s skin spots and moles with millions of images of known skin cancers to provide a risk score. Over 1.3million people have used the app worldwide already and LifeJacket says 92,000 incidences of skin cancers have been found as a result.

Red Original Quick Dry Microfibre Changing Robe

Dryrobes are the latest thing in beach chic it seems and have fast become a fashion accessory. But they remain practical for those who want to get in and out of the sea frequently. During the long summer evenings in particular you may want to stay in the water as long as possible and a cosy dryrobe could help you dry, change and warm up quickly. This has a breathable, waterproof outer shell, adjustable long sleeves and a valuables chest pocket. £145.

If space and drying are an issue, the Quick Dry Changing Robe might be more suitable – made from absorbent and antibacterial microfibre towel material, it packs into a stash bag and is a third of the price of the dryrobe above.

Buy the Red Original Quick Dry Microfibre Changing Robe from redoriginal.com

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

Florence Marine X UPF

John John Florence, the world’s top surfer and a pretty handy sailor, has developed a new line of apparel badged Florence Marine X. At its heart are products designed for longevity and sourced and made sustainably using almost exclusively recycled materials.

Shunning the fast fashion route, its model is “one built on adherence to quality, performance and a responsibility to look after the places we explore,” says Florence.

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These UPF shirts caught our eye in particular. An increasing number of sailors in the tropics and shorthanded sailors wear hooded garments and full skin coverings. These are made with 100% recycled polyester yet offer UPF 50+ protection and contain breathable and anti-bacterial panels.

The built-in hood and gaiter should prove a blessing for those who feel the rays scorching the back of their necks during long days afloat.
Also available as tee-shirts or long-sleeve Ts without the hood, or hooded rash vests.

Buy the Florence Marine X long sleeve top from florencemarinex.com

LifeJacket Sunscreen

British brand LifeJacket Skin Protection stresses that men often aren’t as good at protecting and checking their skin as women and are twice as likely to die of skin cancer.

Its mission is to prevent skin cancer in men. It offers a range of moisturisers and suncreams available individually or in different packs with high (30) or very high (50) levels of SPF that are non greasy, water resistant and reef safe.

It also makes a range of UPF 50+ clothing including tee-shirts and long sleeve shirts and a wide brim sun hat with elasticated cord.

See a full guide to sailing hats here.

Buy LifeJacket Sunscreen from lifejacketskinprotection.com

Rheos floating sunglasses

The crow’s feet wrinkles I can take. The long term damage to my eyes from glare and UV on the water I find increasingly concerning. So finding and wearing suitable polarising sunglasses which offer full UV protection is essential. Other than my trusty SunGods, the lenses of which can be replaced (and I have found need to be as the lens coating can delaminate in saltwater), the three types of shades I have worn most recently are from Bolle, Oakley and Rheos.

Rheos offers durable, affordable shades for men, women, and children that are made with super light frames to ensure they float. Their hydrophobic lenses are 100% UV protective. The company was founded by a husband-and-wife team from Charleston, S.C, and all models use signature Nylon Optics, to offer enhanced clarity and impact resistance.

I have been trying its Palmetto model in Gunmetal/Marine ($55) and have found the lenses to be wonderfully clear afloat, blocking out harsh reflections and helping to identify what’s below the surface. However, I have found the arms stretch out a little, so they don’t stay put so easily on the top of the head.

Rheos has partnered with clothing brand Southern Tide, to launch a new line of sunglasses for the summer including this Edisto range ($78).

Buy Rheos floating sunglasses from rheosgear.com.

See a full guide to the best sunglasses here.

MeacoFan 260

I enjoy the heat of summer, but need it cool at night or in my office to work. This neat unit arrived on the cusp of a heatwave last year and proved invaluable on land and afloat. My shed office only has one set of doors, no opening windows, so ventilation is an issue. Equally, our boat only has a small overhead hatch above the main berth.

This MeacoFan is compact and lightweight at just 490g, so ideal for taking between the two. It is also blissfully quiet – without the loathsome rattle of many cabin fans – which means you can leave it running through the night or while working or without it driving you to distraction.

The base incorporates non-slip grip and a low light nightlight. The Meaco is charged via a standard USB Micro C port and has four fan speeds, with the lowest speed providing up to 14 hours use on one charge. I used it for weeks on end at night and praised the gentle breeze it wafted over my face as it regularly sent me to sleep.

Buy the MeacoFan 260 from Amazon

Yellow leaf hammock

A hammock is surely the definition of relaxation. And as yachts have plenty of standing rigging to hang one off, keeping an easily stowable quality hammock aboard can make for an instant stress reliever.

Each Yellow Leaf hammock is handwoven by the craftswomen of the Mlabri Tribe – “the people of the yellow leaves” – in the hills of Northern Thailand. So you can relax knowing you are helping to harness their skills and artistry and create job opportunities in an area of poverty. Made from weathersafe materials.

Buy Yellow Leaf Hammocks: Lanta Classic Double Hammock from Amazon

If you enjoyed this….

Yachting World is the world’s leading magazine for bluewater cruisers and offshore sailors. Every month we have inspirational adventures and practical features to help you realise your sailing dreams.

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

The post 6 best sun protection and comfort kit for sailors appeared first on Yachting World.