The week after the Annapolis Sailboat Show, I found myself at the helm of a brand spanking new Balance 580 with a stiff northerly breeze pumping the sails full on a glimmering Chesapeake Bay. I had a feeling that never gets old: that surge of excitement when everything aboard is new, clean and working exactly as it should. After years of sailing older, well-worn boats, it reminded me why our Cruising World team does what we do, continuing our Boat of the Year program every year.

I know what you’re thinking. Nice, buddy. But that boat costs more than a house. And you’re right. For most of us, new boats, especially some of the million-dollar stratosphere models in this year’s contest, aren’t exactly practical purchases. They’re aspirational, and maybe a little intimidating.

But that doesn’t mean they’re irrelevant. Far from it.

Here’s the thing: Watching and sailing these boats gives every boat owner a yardstick. Whether we’re buying used or dreaming of someday upgrading, we can see what’s working in design. We can tell which innovations are genuinely improving life aboard. We can identify the systems that will eventually filter down to the wider market. When you see a hybrid drive quietly charging batteries while under sail, or a well-planned deck layout that makes single-handing a breeze, it’s a glimpse into the future of cruising.

During our week of sea trials with the Boat of the Year judges, including sailing and systems experts Herb McCormick, Tim Murphy and Ralph Naranjo, we sailed a fleet built all over the world: France, Denmark, Slovenia, South Africa, Thailand. And yes, the prices made me blink more than once. The least-expensive new boat in the fleet was a spry Beneteau First 30 at $200,000. At the other extreme, the Balance 580 came in at $3.6 million. Yet even within that diversity of sizes, rigs and designs, there were lessons for everyone.

I learned a lot about myself too. Sitting at the helm of the Dragonfly 36 trimaran, zipping along in low teens of wind, I couldn’t help but grin as the boat’s designer, Jens Quorning, leaned in with that infectious energy sailors know well. He shouted: “You feel alive on this boat!” He spoke for all of us.

For the rest of the week, I toggled between 14 nominee boats, from the minimalistic, tiller-driven thrill of the Beneteau First 30 planing under a screecher, to the sprawling, technically sophisticated Pegasus 50’s tandem keel, triple-headsail rig and twin rudders. Each boat, in its own way, reminded me that cruising is about choices: sometimes subtle, sometimes monumental. Design matters as much as the dream.

The best new designs do more than dazzle. They influence everything we buy tomorrow. Builders are competing with used boats more than ever. Systems, ergonomics, hull shapes, sail-handling innovations—they start here, and over time, they appear on brokerage docks around the country. In a practical sense, knowing what’s coming lets you evaluate older boats with a sharper eye. You start to see why a certain rig choice matters, or how a particular electrical arrangement can save headaches down the line.

But beyond the tech and the specs, there’s another reason to celebrate new boats: inspiration. You don’t have to write a million-dollar check to appreciate ingenuity. The thrill of seeing what’s possible is contagious. Even a small tweak, a smarter layout or a cleaner power system can transform life aboard.

And then there’s the communal aspect. How many dockside friendships have started with, “Hey, I noticed your solar panel setup…” or “How are you liking that mast furling so far?” Whether it’s sharing knowledge, lending a hand or swapping stories over sundowners, the community we love is built on curiosity and collaboration. And seeing the next generation of designs keeps that conversation alive.

So yes, I spent a week sailing some of the priciest, flashiest boats on the market. And yes, it was exhilarating. But here’s the takeaway for every Cruising World reader: You don’t need a million-dollar yacht to get something out of this. You can look, you can learn, you can be inspired. And when you return to your own boat, you’ll do so with fresh eyes and maybe a few ideas to make your time aboard even better.

So step aboard and take the helm, and save the math for another day.

The post Eyeing What’s Possible: New Boats, Fresh Ideas appeared first on Cruising World.

Prior to stepping aboard the Hanse 360 during the 2025 Boat of the Year contest, the last Hanse I’d sailed was a year earlier on the larger, quite imposing 510. It was a beast of a yacht with a seven-figure price tag, more than 50 feet of waterline, and a towering 77-foot spar. As a brand, Hanse had been concentrating on its larger offerings, and I have to say, I was a bit intimidated but also quite taken by the 510’s bold looks and massive platform.

So, stepping aboard the 360, I was highly interested in how the French design consortium of Berret-Racoupeau—the naval architects also responsible for the 510—would scale back their vision while remaining true to Hanse’s usual brand ­objective: Build comfortable production cruisers that sail well. 

I thoroughly inspected the 360 dockside and then took it for a spin on Chesapeake Bay, and I was actually somewhat shocked—because I liked it even more than its big sister. Size-wise, especially, it was a boat I could relate to. 

Aesthetically, to gain perspective on the 360’s generous girth, it’s perhaps wise to begin aft and work our way forward. The wide, open transom has a drop-down platform that serves as a handy back porch for boarding or swimming (a nifty attached swim ladder drops directly into the drink). The twin wheels are just forward and well outboard, with Jefa steering pedestals. The cockpit is flanked by settees/couches to port and starboard, and a ­flat-screen Raymarine chart ­plotter is mounted on the central table that also holds a handy day fridge. 

Going forward, as is de rigueur in so much contemporary production yacht design, there’s a pronounced chine that creates a lot of interior space. A trio of hull windows offers light and views down below while providing some visual accents to the tall freeboard. The coachroof, as with most Hanses, is low and understated, almost flush (you don’t need a tall deckhouse with all that volume below). 

The Selden spar ­package is deck-stepped, and the traditional, standard Doyle mainsail with slab reefing is fully battened and stashed in a slick stack pack on the boom. There’s a choice for the deck of optional real teak or synthetic Flexiteek, both of which offer good grip and appealing looks. Our test boat had the optional sprit forward—perched over the plumb bow—for ground tackle and tacking off-wind sails. From directly overhead, the 360’s outline bears a striking resemblance to an arrowhead, especially with its pointed entry. 

Not surprisingly for a ­contemporary design in the mid-30-foot range, the interior is laid out for a couple. In the standard accommodations plan on our test boat, the main stateroom is essentially an open floor plan, with a pair of double doors providing privacy for the forward V-berth in the event that there are guests occupying the double berth aft to starboard (to port, this opposing space is dedicated to stowage). There’s a central dining table fronting a U-shaped settee to port, with a straight-line settee to starboard. There’s also a nice galley and a single, opposing head to either side of the companionway. The overhead room is rather astounding, well over 6 feet, 5 inches. An optional layout in the 360’s brochure shows a pair of double-berth staterooms, two heads and an offset double berth in the bow; from the drawings, at least, this version appears incredibly busy for the length overall.

The construction laminate employs vinylester resin with a balsa core in the hull and the deck, which are bonded together for a bulletproof coupling. The cast-iron keel has an attached bulb and is available in a shoal-draft (5 feet, 5 inches) or deep-draft (6 feet, 9 inches) configuration. The single spade rudder is hung off an aluminum shaft with self-aligning bearings. The auxiliary is a 40 hp Yanmar diesel with saildrive. Solar power is an option; our test ride had several flexible deck panels. 

We tested the boat on a fall Chesapeake Bay afternoon in a moderate breeze of 8 to 12 knots. An electric winch used to hoist that big mainsail was a welcome feature. The boat is easy to sail and trim, with running rigging led aft and a double-ended German-style mainsheet. The 360 has a split backstay that allows easy egress to the swim platform, but it’s also a bit uncomfortable when leaning outboard behind either of the wheels. I was curious about that single rudder on such a wide stern, but it had plenty of bite and control. The helm was light, and the boat was pleasant to steer. 

The self-tacking jib made tacking easy, but the boat seemed a bit underpowered. Genoa tracks are an option for an overlapping headsail, and that would be an easy choice for me if I were keeping a boat on the Chesapeake. Still, we managed a hair over 6 knots in the puffs, as the hull was easily driven. Even if we didn’t maximize the 360’s sailing potential, it felt like it was clearly there.

Built in Germany, the 360 found immediate success in the European markets, and it’s no mystery why. It’s a cool boat, and it’s roomy and quick—two traits that are hard to beat. 

CW Editor-at-Large Herb McCormick was a 2025 Boat of the Year judge.

The post Sea Trial Report: Hanse 360 appeared first on Cruising World.

Like father, like son. In 1984, J/Boats launched its first cruising sailboat, the J/40, designed by company founder Rod Johnstone. Right out of the box, it was named Best Domestic Cruiser by our sister publication, Sailing World (Cruising World had not yet launched a Boat of the Year program of its own). That boat had a 10-year production run, with 86 hulls launched. It was a popular family boat and, at the same time, successful in notable events such as the Newport Bermuda Race and the Chicago Yacht Club Race to Mackinac.

Fast-forward 40 years, when the company introduced another 40-foot cruiser, this one designed by Rod’s son, Alan Johnstone. Again, right out of the box, the all-new J/40 landed atop the podium, this time as Cruising World’s Best Full-Size Cruiser 40 to 45 Feet and Best Boat Overall.

While it will take time to assess the longevity of its production run, it’s notable that before Hull No. 1 had hit the water, 15 orders had been taken, according to the younger Johnstone, who showed us through the boat dockside and later sailed with our judges on Chesapeake Bay.

J/Boats has been at it since 1976, when Rod designed and built the first J/24 in his garage. A wide range of designs followed, from high-performance one-designs and cruiser-racers to dedicated offshore cruisers, with design and corporate duties eventually handed down to the present generation of Johnstones. The J/40 was developed at J Composites in Les Sables d’Olonne, France, led by sailor and boatbuilder Didier Le Moal. French designer Isabelle Racoupeau was brought in for interior elements. The result is a boat that is easily driven and exhilarating to sail—and practical yet elegant below.

Lots of daylight pours in through ports overhead and in the hull and cabin top, lighting up the white interior along with the oak woodwork and furniture. Some of this woodwork is solid, while structures such as the main bulkhead are an infused composite sandwich of veneer and Corecell foam, which helps keep weight under control.

Hull No. 1 has a traditional layout with double-berth staterooms aft on either side of the companionway. The salon has a galley to port and a nav desk opposite. Amidships, there’s a dining table to port and a settee to starboard. A single head and shower compartment, and a third stateroom with a V-berth, are forward of the mast. These arrangements would work well for a family or for a skipper who plans to sail distance events with multiple crew.

Two staterooms and two heads are an option too. In this layout, the starboard stateroom aft is replaced by the second head, with lots of stowage abaft it. This version might appeal to a couple with lots of gear and occasional friends aboard.

Base price for the J/40 is right around $500,000. The boat we got aboard in Annapolis ran closer to $650,000 with air conditioning, electronics and the like. Standard power is a 50 hp Volvo diesel with a straightforward and reliable AGM lead-acid-battery bank.

The 40’s fiberglass hull, deck, structural grid and main bulkhead are vacuum-infused using a Corecell foam core, which, again, reduces weight. The boat has a couple of options when it comes to the keel: either the standard 7-foot-3-inch lead foil or a 5-foot-11-inch shoal version. The rig on Hull No. 1 was carbon-fiber, with an air draft of 63 feet, 10 inches.

Johnstone designed a generous sail plan, with rod rigging and a high-aspect mainsail that is the primary source of power. The goal was to have the boat sailing close to windspeed in 8 knots of breeze yet be able to dial things back when conditions get sporty. The standard non-overlapping jib is easily sheeted home when tacking, and sheets are led through floating in-haulers on the cabin top, giving the jib trimmer more control over the shape of the sail. There is also a bowsprit for flying a code sail or an asymmetric chute.

The J/40’s main sheet is double-ended and led below to Harken winches adjacent to each of the twin wheels. Also close at hand to the helmsman are controls for the hydraulic backstay and the traveler mounted in the cockpit sole. Another pair of Harken winches sit forward on either coaming, giving the crew room to work. Two more—one is electric for raising sails—are on the cabin top, where halyards, reef lines and such are led.

The cockpit itself is roomy, and it was easy to move about when we sailed. And as you might expect, it was when we hoisted the sails that the J/40 really lit up. The Lewmar steering was as smooth as butter, and the single rudder remained easily in control when puffs came along. The traveler kept the helm well-mannered, and sightlines all around were excellent.

In mostly 15 knots or so of breeze, the J/40 danced along at 8.3 closehauled, and the feeling of slicing through the water was magical.

My only complaint? Our sea trial ended way too soon.

The post J/40 Reborn: A Legendary Cruiser Reinvented for a New Generation appeared first on Cruising World.

When French businessman and sailor Olivier Kauffmann decided that it was time to buy a multihull and sail around the world with his family, his search for the right boat came up empty. Instead, he founded ­catamaran company Windelo and opened a shipyard in Canet-en-Roussillon, France, in 2018 with his son, Gautier, now the company’s operations manager. Their goals were to take advantage of the latest building techniques and materials, and to create an eco-friendlier sailboat with a premium on performance.

The Windelo 54 that the Cruising World Boat of the Year jury got to inspect and sail at this past fall’s Annapolis Sailboat Show met those design criteria square-on. The big luxurious cat has a livable and uncommon interior layout. It sails well. And it’s built using composite materials made from recyclable basalt fibers rather than fiberglass, as well as PET foam made from recycled plastic bottles. Adding to its green credentials, the 54 has a hybrid electrical system that relies heavily on carbon-free power sources, such as wind, solar and hydroregeneration, to cover house loads and provide propulsion via two electric motors. But the power system is practical too. Its lithium battery bank is backed up by a diesel generator, providing long-range cruising capability, though company representatives said that it’s rarely needed.

Out sailing on the Chesapeake after the show, the Windelo was well-mannered and quick. Under gennaker, we reached along at 8 knots and better in just 11 knots of true wind. At that speed, the feathering Gori props were spinning and putting power back into the battery bank, which we could monitor on a display screen in the cockpit. And beating upwind, with the self-tacking jib set and the daggerboards down, the 54 was able to sail at close to 35 degrees off the breeze, which is fairly close-winded compared with many other cruising catamarans. 

In the end, the judges were impressed enough by all the features that we awarded the Windelo a Special Recognition Award for innovation. Truly, we’d not seen ­anything quite like this boat before.

Windelo builds about 10 boats a year at its yard on the Mediterranean. Models range from 50 to 55 feet. For design work, the yard uses naval architects Christophe Barreau and Fréderick Neuman, both of whom have experience designing high-end production catamarans for builders such as Catana and Outremer. Hence the slippery hulls and a versatile sail plan that includes a square-top full-batten main along with the two aforementioned headsails.

The kitted-out boat we sailed, with a price tag just south of $2 million, was a Yachting model, which has a number of options in terms of woodwork (all certified as being ­sustainably grown) and upholstery, Incidence sails, and amenities such as a customized hull wrap, a painted aluminum mast and boom, a composite gangway, electric toilets, Corian galley counters, a convection stove and oven…the list goes on. The boat is also available in a more basic Adventure package, with a more limited choice of wood and fabrics, as well as a Sport model that includes Incidence DFi sails (or optional North 3Di sails), a ­carbon-fiber mast with Kevlar shrouds, oversize daggerboards and ­rudders, and other ­performance enhancers.

The standout feature of the 54 is its ­dual-helm forward cockpit, located indoors at the forward end of the salon. In boisterous conditions, this area can be shut off from the rest of the interior by closing a waterproof sliding door. There are openings with canvas covers forward in the ­salon to either side of the mast, with steps and clear overhead panels that can be opened for access to the foredeck, and winches on the spar that are used when reefing.

All other sail-control lines are led ­indoors to three large electric Harken winches between the wheels. The center winch tames the main; the ones to either side are for headsail sheets, and they’re located next to the steering wheels for easy access by the helmsman.

We reached along at 8 knots and better in just 11 knots of true wind. At that speed, the feathering Gori props were spinning and putting power back into the ­battery bank, which we could monitor on a display screen in the cockpit.

The boat’s anchor windlass is also located inside; chain is led out through a hole to the anchor and anchor roller located under the trampoline on the foredeck. During our anchoring drill (on every boat we test, we lower and raise the anchor to see if things go smoothly), I sensed that it might be difficult in certain conditions to keep track of the direction of the chain when hauling it in, though crew giving hand signals on the foredeck would take care of that problem.

Under sail, I appreciated the twin wheels. It was easy to move between them in order to watch the telltales on the headsails, and visibility forward was excellent. Besides allowing the helmsman to enjoy the company of the crew, the location of the cockpit will also allow the person on watch to step over to the nav station or walk aft to the galley to grab a warm cup of something on a dark, chilly night. 

Speaking of the galley, the one on the 54 is terrific. It’s laid out to starboard, in a long U-shape that gives the cook plenty of places to brace when cooking underway. In good weather, windows on either side of the cabin slide open, as do the doors that lead to the aft cockpit, which really opens up the interior to the world outside. 

Opposite the galley, the table can be set to accommodate 10 guests. Just outboard of it, there’s a pilot berth—another fine nod to utility and safety. An off-watch crewmember could rest there but be readily available if needed. Forward of it there’s a desk-style nav station with a flat-screen display for charts or to monitor systems, including the battery bank.

The 54’s two hulls can be laid out in a ­number of ways. The boat we sailed had the owner’s stateroom to port. From the athwartship aft berth, there’s a commanding view of the water through a port in the side of the hull that also curves across the transom. Amidships, there’s a desk/vanity surrounded by lockers; a head and a shower with a bench seat are forward.

Two guest staterooms, each with fore-and-aft bunks, take up the starboard hull, with a head and shower compartment and a washer and dryer between them. Though the hulls are relatively narrow at the waterline, they flare out to provide plenty of living space. Layout options include bunk beds, home office or workshop in the guest staterooms, a skipper’s berth in the forepeak, or four guest staterooms, which would be popular if the boat were to be put into charter.

In recent years, many of the ­more-popular cruising catamarans we’ve encountered during our Boat of the Year trials have tended to have similar features. Not the Windelo. The 54 comes loaded with fresh ideas about how sailors can roam the seas and leave a little less carbon in their wakes. 

Mark Pillsbury is a CW editor-at-large and was a 2025 Boat of the Year judge.

Advanced Construction, Cleaner Cruising

In Windelo’s marketing material, the phrase “Ocean Future” is prominently displayed to highlight the company’s intent to build ­performance multihulls that are more sustainable to own and sail.

To do so, they turned to materials researchers at French school Mines d’Alès to develop a composite sandwich that consists of basalt fibers made from volcanic rock and a foam core made from recycled plastic bottles.

Making fibers from basalt is a process that was ­pioneered in the United States by Paul Dhe in the 1920s, and was further developed after World War II, primarily for military and aerospace use by the US and the Soviet Union. Today it’s used in a wide variety of ­applications, from automotive to construction to wind-turbine blades to heat ­protection.

Basalt fibers are made by melting down naturally occurring volcanic basalt. According to Windelo, no additives are needed in its production, which reduces carbon emissions by a factor of 10 when compared with fiberglass. At the end of its life cycle, it can be remelted in a furnace and rewoven.

The polyethylene terephthalate core material in the boat’s ­composite-sandwich construction is made from recycled plastic bottles that get crushed into small pieces and are then melted down to create foam. During our visit to the Windelo 54, a canister of PET pellets sat on the salon table and looked like a jar of jelly beans. Company literature reveals that producing the foam creates almost half the carbon dioxide generated when ­making the PVC foam that is more typically used in boat construction. In high-load ­areas, PVC is added to the core for greater strength.

More-sustainable building materials are just part of the story, though. By design, the Windelo’s hulls are easily driven, so owners will do more sailing and less motoring. Meanwhile, the builder employs a hybrid-drive system that relies heavily on renewable energy sources, including 5,880 watts’ worth of solar-power panels mounted on the cabin top and Bimini top, wind turbines that can generate 400 watts of power, and hydroregeneration that kicks in anytime the boat is sailing at 8 knots or faster. For the record, we saw 8 knots of speed when reaching in just 11 knots of breeze.

All this power is fed into a bank of lithium batteries that powers a pair of 48-volt 20-kilowatt shaft-drive electric motors. With the throttle wide open, we motored at 8.2 knots; cruising speed was around 6 knots.

The battery bank also powers the 24-volt house electrical system that includes lights, instruments, windlass, induction stovetop, electric oven, watermaker and air conditioner. In a typical setting described by the company, during the day at anchor, making more than 50 gallons of water and using equipment such as the washing machine, dishwasher, stove, oven and lights, the power draw would be about 10 kilowatt-hours. Solar power alone can generate 18 kWh worth of power, providing an 8 kWh surplus. § In addition to the renewables, the Windelo is also equipped with an 18-kilowatt Fischer-Panda diesel generator as a backup. Motoring at 6 knots for four hours, the generator can top off the battery bank in just over an hour. Motoring range using the generator to repower the batteries would be about 1,100 miles.

On a coastal cruise, where you might motor for a couple of hours in the morning and then sail for three or four hours while the spinning props put power back into the batteries, you would arrive for the night at an anchorage with a topped-up battery bank. On a long-range cruise, say in the trades, the batteries would stay charged from solar and hydroregeneration alone. —MP

The post A Greener Machine: Windelo 54 Boat Review appeared first on Cruising World.

The Jeanneau Sun Odyssey 350 had a tough act to follow. In 2014, the French boatbuilder launched its Sun Odyssey 349, which was a commercial and critical success. It was Cruising World’s Overall Boat of the Year and ultimately sold more than 2,200 units—a remarkable production run by any measure. A decade later, the company commissioned the Marc Lombard design collective—Lombard had crafted the lines of the 349—and basically said, “Make it better.” Remarkably, at least in the opinion of our current Boat of the Year judging team, of which I was a member, that’s exactly what they did. The model has evolved significantly, so much so that it bas again been named a winner: the Best Midsize Cruiser for 2025.

How, exactly, did Jeanneau accomplish such a feat? Let us count the ways.

We’ll begin with the 350’s signature ­feature, the so-called walk-around side deck: the sloping walkway that permits safe and easy egress from the cockpit to the foredeck. It debuted in 2018 on the Jeanneau Sun Odyssey 440 and has since become a brand trademark. I was curious if it would work well on a smaller platform, and it absolutely does. An added benefit is that it allows the driver to lean into the coaming and stretch his legs forward when steering to leeward from either of the boat’s twin wheels. It’s completely comfy. 

During our sea trial, which was conducted this past autumn on Chesapeake Bay in sweet breezes of 12 to 14 knots, our test boat had the Performance ­package: a traditional, square-topped fully battened mainsail; a dedicated sprit for the code zero and the ground tackle; a double-ended mainsheet that does double duty as the traveler; and floating “friction rings” for jib leads that allow countless variations of headsail trim. All of the attendant hardware and fittings are top-shelf: Harken winches, Spinlock clutches, Carbonautica wheels, a 29 hp Yanmar diesel, Facnor FlatDeck furling gear, a Quick windlass, and Selden spars with a solid Rodkicker vang (the mast is ­deck-stepped, which opens up a lot of space in the ­belowdecks floor plan).

In addition to the Performance ­layout, a dedicated cruising setup, the Voyager package, is also available. It includes a spray hood/dodger, a removable inner forestay and a coachroof solar panel with charging relay, among other features. 

Upwind, the 350 was locked in at 5-plus knots with occasional bursts into the 6s in the puffs. The twin rudders had a lot of bite, and the steering was sharp and precise. Cracking off to a beam reach, the boat lit up, tracking along at better than 7 knots—impressive speeds for a 35-­footer. Like its predecessor, the 349, it’s an ­excellent sailboat and a lot fun to drive.

Aesthetically, the look is clean and ­contemporary, with a raked “negative” bow entry, a prominent chine that runs ­almost the length of the waterline, an open transom, a slightly reversed ­sheerline, a pair of hull windows, and a low coachroof with a single long window. It’s one of those boats that looks like it’s moving when it’s hanging off a mooring. Our test boat had the deep, 6-foot-5-inch fin keel, but a shoal-draft version is an option, as is a lifting keel.

While a three-stateroom layout is available, our model had the twin-­stateroom layout with a V-berth forward (accessed through a pair of swinging double doors that can be closed for ­privacy), a large double berth in the stateroom aft to starboard, and a generous stowage locker to port that can be accessed from the cockpit or via a hatch in the head. To me, this is an ideal setup. I reckon, for the most part, that this will be a couple’s boat, with just enough extra room for occasional guests.

For furniture and joiner work, owners can choose teak or gray cedar; floorboards come in light or dark oak. The central salon drop-leaf table is flanked by a pair of long settees. The portside head/shower compartment would not be out of place on a 45- or 50-foot yacht. A compact chart table is also to port, opposite a workable L-shaped galley to starboard. The efficient use of space throughout the layout—coupled with 6-plus-foot headroom—is impressive. 

All in all, the 350 is an extremely versatile boat that, like the 349, will work equally well for performance and coastal cruising, as well as for club racing. Pretty, simple and quick, it’s a worthy successor to a success story in its own right. 

CW editor-at-large Herb McCormick was a 2025 Boat of the Year judge.

Take the next step

Price: $285,000
Contact: jeanneau.com

For full specs and photos, scan the QR code with any smart device.

The post A Worthy Successor: Jeanneau Sun Odyssey 350 Raises the Bar appeared first on Cruising World.

In the not-so-distant past, the top of the Catalina Yachts’ organizational chart listed two driving forces: owner Frank Butler and chief designer Gerry Douglas. Sadly, Butler died several years ago; Douglas is now enjoying a well-­deserved retirement. As a brand, Catalina is still producing fine cruising boats. It’s one of the last of the major American ­production-boat builders to do so.

For the 2025 Boat of the Year competition, from the new 6 Series line, the company entered a pair of nominees: the Catalina 356 and the Catalina 426 (formerly the Douglas-designed 355 and 425, respectively). The 6 Series collection includes a quintet of revamped and reimagined yachts—a collaborative result of in-house R&D with input from previous owners—ranging from 33 to 45 feet. The 446 is now the company’s flagship. 

These boats share a host of features from dependable marine suppliers, including an entire new spar and standing rigging package from Selden that reduces weight aloft and promotes tighter sheeting angles; a custom, slippery, shoal-draft MarsKeel bulb keel that replaces the previous wing keel (a fin-keel option is also available); an Edson steering pedestal that promotes better control and ergonomics; and a standard Sensar Marine boat-monitor system. 

Other across-the-board ­improvements include an upgraded construction laminate employing multiaxial fiberglass and reinforced carbon fiber in high-load areas (a balsa core is still utilized in the hull’s topsides, with a solid laminate below the waterline), an overhauled mainsheet arrangement for ease of trimming, and a larger Group 31 starting battery as well as new diesel-heater options.

Let’s start with the larger of the duo: the 426, a fully found ocean cruiser. A 42-footer has always been a sweet spot for Catalina. An earlier Catalina 42, launched in 1988, was wildly successful, with a production run of more than 1,000 vessels. Douglas took another swing at the segment in 2015 with the 425, a rather wholesome design that eschewed popular trends such as hull chines, plumb bows and drop-down transoms. To my eye, the profile remains quite fetching, with a series of hull windows and a pretty, understated sheerline that matches well with the slightly sloping, low-slung cabin top. The cockpit is spacious, with a central table and twin wheels that have space between them to access the swim platform aft.

Down below, the layout is traditional, with an en suite forward stateroom, a roomy salon with a fixed settee to port facing a set of chairs with a central table to starboard, a nice galley and navigation station flanking the companionway, and a double-berth stateroom aft.

The 356, on the other hand, has a single Lewmar folding wheel in the cockpit, and a similar layout to its larger sibling, just conducted on a smaller scale. The furniture and joiner work in both boats is a handsome blend of teak and maple, and equally inviting. 

We had the opportunity to sail both of these boats on consecutive days this past fall on Chesapeake Bay in ideal conditions: 12 to 14 knots of fresh northerly winds. I’ve always considered Catalinas to be fine performers under sail, and the 6 Series boats did nothing to change that opinion. On the 426, the Doyle sail package includes an in-mast furling mainsail and a self-tacking jib—a simple and effective sail plan. There’s no traveler, but the double-ended ­mainsheet is a solid alternative that allows good control of the main, especially when jibing. There are good sight lines when driving, particularly when steering from leeward, with a nice view of the telltales. Upwind, the 426 was fast and weatherly, making a noteworthy 7.2 knots. At one point, I ducked below, where all was peaceful and quiet, with a cool vista of the sea rushing past the hull windows.

The 356 was also a blast to steer. By coincidence, the new Jeanneau 350 was also conducting sea trials at the time, and we briefly were able to line up with it while closehauled. Considering that the 350 was outfitted with its high-performance sail and rigging package, the Catalina acquitted itself quite well. Trucking along at just over 6 knots, the 356 was slightly lower but just as quick. You can’t ask much more from a versatile little cruiser. 

Douglas once told me that, as a ­designer, one of his goals was to create boats “without bad habits.” It’s safe to say that he achieved that ambition, with the sweet-sailing original lines of ­predecessors now transferred to the 356 and 426. And with the entire packages overhauled (with some significant weight savings in the ­process), for some past and future Catalina owners, the marriage of the old and the new might prove irresistible. Consider it the best of both worlds. 

CW editor-at-large Herb McCormick was a 2025 Boat of the Year judge.

Take the next step

Price: $284,000 (356); $483,000 (426)
Contact: catalinayachts.com

The post Categorically Catalinas: 6 Series Delivers Classic Cruising with a Modern Edge appeared first on Cruising World.

Cruising World has identified the official nominees for its 2025 Boat of the Year award. Sixteen boats in all, eight monohulls and eight multihulls, have been named finalists for this year’s Boat of the Year competition.

Nominees set to compete in the 2025 Boat of the Year competition are: Allures 51.9, Catalina 356 (6 Series), Catalina 426 (6 Series), Dufour 44, Hanse 360, J/Boats J/40, Jeanneau Sun Odyssey 350, Lagoon 43, Leopard 46, Moody DS48, Nautitech 48 Open, Neel 52, Seawind 1370, Vision 444 ES, Windelo 54 and Xquisite Yachts Sixty Solar Sail.

In-show inspections and on-water sea trials to determine this year’s winners are set to take place during and after the U.S. Sailboat Show in Annapolis, Maryland, which begins October 10 along the shores of Chesapeake Bay. The annual award contest, selected by an independent judging team, recognizes the best new cruising monohulls and multihulls laid out and equipped for coastal and offshore sailing and voyaging.

“This year’s Boat of the Year competition promises to be exceptionally exciting,” said Cruising World Editor-in-Chief Andrew Parkinson. “The nominees represent a diverse range of cruising philosophies, with innovative features and designs catering to sailors seeking comfort, performance, or both. We’re particularly impressed by the strong showing in the multihull category, reflecting the growing popularity of these versatile platforms for coastal exploration and extended voyages. With such a competitive field, the judging process will be rigorous, and the ultimate winners are sure to be exceptional boats.”

This year’s judging panel will include American Boat and Yacht Council (ABYC) Education Director Tim Murphy, and veteran sailors, editors and esteemed marine journalists Mark Pillsbury and Herb McCormick.

“The slate of nominees for the 2025 Boat of the Year competition is varied and intriguing, with a solid mix of multihulls and monohulls,” said longtime Boat of the Year judge Herb McCormick. “Conducting sea trials on Chesapeake Bay each fall is always fun and challenging, and we’re expecting very tight competition across the board with this very eclectic fleet of contestants.”

The 2025 Boat of the Year award winners will be announced on December 5, 2024 and featured in the January/February issue of Cruising World. Learn more about the nominees below.

Cruising World’s 2025 Boat of the Year Nominee Finalists

Allures 51.9

The French builder’s 51.9 is a third-generation aluminum centerboard cruising sailboat, following in the wake of the Allures 51 and Allures 52. The cockpit and sunbathing area is nearly 20 feet long and has easy access to the side decks. A rigid Bimini top gives protection from the elements, and the sugar scoop transforms into a swim platform with tender stowage. Inside, the chart table is a proper desk and the U-shaped galley is laid out to be practical underway. A companionway aft leads to the full-beam owner’s stateroom. Construction is an aluminum hull with a composite deck, and a watertight aluminum forward bulkhead for added safety. The rudders also are designed for protection against impact, for bluewater cruising.

Catalina 356 & 426 (6 Series)

Catalina has introduced the 6 Series, an evolution in its line of sailboats derived from both in-house R&D and direct owner feedback. Applicable to Catalina models from the 276 to the 446, features of the 6 Series include upgraded keel designs for improved performance and stability, a new Seldén mast and rigging for enhanced control and efficiency, a new mainsheet system, and modern comforts such as upgraded ports, steering pedestals, a monitoring system, diesel heating system options and more.

Dufour 44

In a collaborative effort with Felci Yacht Design, Dufour Yachts has unveiled its latest model, the Dufour 44. The idea is to provide a balanced cruising experience of equal parts performance and onboard living. Sleek hull and responsive handling? Check. Loads of interior space? Check. Inviting cockpit for line handling and entertaining? Check. Versatile layout options to accommodate the whole family? Check. Luca Ardizio’s interior emphasizes natural light. The owners’ stateroom is plush, with social spaces throughout to share with guests.

Hanse 360

If you’ve ever been to a boat show, you’ve likely heard a salesman say, “It has space comparable to a much larger boat.” Here, a builder lives up to it. The interior of the Hanse 360 is intended to impress shoppers looking at 40-footers. From the cockpit to the staterooms, the 360 strikes a nice balance between form and functionality. Handling should be a breeze for solo sailors or families thanks to a self-tacking jib and an advanced control system. The naval architects at Berret-Racoupeau have designed an able performer, with a hydrodynamic hull and efficient sail plan. The option for electric propulsion and sustainable sailcloth is a plus for environmentally conscious cruisers.

J/Boats J/40

The J/40 is a versatile sailboat conceived to match offshore capability with cruising comfort. Designed for speed and stability, this 40-footer from the Newport, Rhode Island-based builder should excel in light- and heavy-wind conditions. Its user-friendly sail plan and balanced helm make it an option for experienced sailors and novices alike. The spacious cockpit, with 360-degree visibility, is intended for entertaining as much as sailing. Belowdecks, the J/40 has modern interiors with loads of natural light and thoughtful layouts aimed at cruising and racing. Built with J/Composites’ infusion technology, the J/40 is as durable as it is enjoyable to sail.

Jeanneau Sun Odyssey 350

The Sun Odyssey 350 is a user-friendly cruiser that carries forward from the Sun Odyssey 349. Its innovative design prioritizes comfort and sailing pleasure. A new hull enhances performance and maneuverability, while walkaround side decks and twin helms improve safety, ergonomics and control. The spacious, light-filled interior creates a welcoming atmosphere for family cruising. With a focus on practicality, the 350 is a nice package for coastal cruisers.

Lagoon 43

VPLP Design, Patrick Le Quement and Nauta Design have proved a winning combination on previous Lagoon models, and the Lagoon 43 has a similar pedigree in spades. Intended for cruising couples or young families, the third-smallest model in Lagoon’s lineup can be ordered in a three- or four-stateroom version that’s outfitted with six to 13 berths—and the staterooms are larger than on previous models, meaning there’s room for families to grow or to welcome friends on board. (In the three-stateroom version, the entire starboard hull is an owners’ suite.) Redesigned access via an extra aft entryway for each hull makes movement around the boat easier.

Leopard 46

The Leopard 46 is an evolution from its predecessor, the 45, blending robust bluewater capability with cutting-edge design. While maintaining Leopard’s signature seaworthiness and easy handling, the 46 introduces a refined interior and enhanced performance through stepped hulls and a powerful rig. A standout feature is the integration of the aft cockpit and salon, creating a vast, versatile living space when needed. Four spacious double cabins are standard, with an optional fifth cabin or a utility room. Optional electric drives offer eco-conscious cruising and silent running.

Moody DS48

The Moody DS48 follows in the footsteps of its award-winning predecessor, the DS41, offering a blend of luxury and performance. This 48-foot yacht combines the spaciousness of a catamaran with the agile handling of a monohull. Its rigid hull, chines, and 1,680-square-foot sail area deliver speed and stability. Dual helms and a secure deck layout enhance safety and control. The Decksaloon concept includes an open living space that integrates the galley, salon and cockpit on a single level with panoramic views. Belowdecks, the DS48 has accommodations options including an owners’ stateroom. With a focus on customization, this yacht is designed for extended cruising and leisurely exploration.

Nautitech 48 Open

The Nautitech 48 Open, the final design from naval architect Marc Lombard, is also the award-winning French builder’s flagship. This performance-oriented catamaran has light displacement and nimble handling thanks to long, slim keels. Its reverse bow and chine hull yield the brand’s trademark low profile and impressive performance. The 48 Open has nearly 1,400 square feet of sail area, and is easily managed by electric winches and well-placed controls. A standout feature is the twin outboard helms, providing excellent visibility. The interior is spacious, with a living area that focuses on functionality.

Neel 52

Also penned by naval architect Marc Lombard, the Neel 52 is a high-performance trimaran designed for fast cruising. With an average cruising speed of 10 knots—capable of reaching up to 18 knots in favorable conditions—and its ability to cover 200 nautical miles in a day, this boat is intended for serious sailors. Its hull design, inspired by racing trimarans, reduces drag and enhances maneuverability. Constructed with a composite sandwich core, the Neel 52 prioritizes strength and water resistance. Yet, this trimaran also caters to leisure cruising, with a spacious cockpit, a “cockloon” living area and panoramic salon views.

Seawind 1370

Light and nimble through meticulous design and advanced lightweight construction—but capable of being heavily loaded with the minimum of impact on performance—the Seawind 1370 is a cruising catamaran that aims to think forward in terms of catamaran design. The 1370 is built to a well-defined balance of the sea-handling performance and live-aboard comfort levels sought after by modern cruising sailors.

Vision 444 ES

The Vision 444 ES is an extension on the original flagship 444 model with an Extended Scoop, hence the ES. The boat offers similar features to the Vision 444, but the extended scoop allows for easy access from the dock, easier loading and off-loading and additional space for diving, fishing and swimming. The result is a bluewater sailing catamaran that’s incredibly strong, sails efficiently, is spacious and is forgiving—with cruising characteristics you might not expect from a catamaran in this size and class.

Windelo 54

Bigger sister of the Windelo 50, the Windelo 54, making its North American debut, is a bluewater cruising catamaran designed by architect duo Christophe Barreau and Fréderic Neuman. The Windelo 54 catamarans are environmentally friendly, seaworthy, and designed for long-distance cruising. Presented as a world premiere in April 2024 at the International Multihull Show at La Grande Motte, the Windelo 54 Yachting was named Multihull of the Year 2024 in the IMS Premiere category. 

Xquisite Yachts Sixty Solar Sail

The Xquisite Sixty Solar Sail is an eco-friendly, sun-powered sailing machine. With its solar panels and battery bank, owners can kiss diesel generators goodbye. Sail controls are laid out for singlehanding, and there’s a carbon-fiber boom and furling mainsail, along with an electric traveler. Amenities for feeling at home on board include a multizone Fusion Apollo sound system, a full-height double-door fridge/freezer, a dishwasher and a vented washer/dryer. Up top, a drawer-style drink fridge means nobody has to go below to grab a cold beverage.

The post 2025 Boat of the Year Nominees appeared first on Cruising World.