Lagoon, the world leader in cruising catamarans, is expanding its partnership with Ponant Yachting and Sailoé with a new flagship model, the Lagoon EIGHTY 2. The catamaran, named Spirit of Ponant II, will begin operating luxury charters in French Polynesia by late 2026.

The announcement marks the third yacht in Ponant Yachting’s growing fleet, joining Spirit of Ponant in the Seychelles and La Désirade, which splits its season between Corsica and the Caribbean. Each catamaran in the program is designed for small-group exploration, offering a more personal and environmentally conscious sailing experience.

Built at Lagoon’s Bordeaux facility, the EIGHTY 2 reflects the builder’s focus on elegance, performance, and sustainability. With more than 400 square meters of living space, five double cabins, and a four-person crew, the new yacht is designed for fully private charters and tailored itineraries. Guests can expect a mix of refined comfort and hands-on water adventure, including an array of high-end water sports.

“The Spirit of Ponant II reflects the natural evolution of a partnership based on shared values: excellence, innovation, and respect for the environment,” said Thomas Gailly, Lagoon’s Brand Director. “We are honored to support Ponant Explorations Group in developing its premium sailing offering, with a yacht that raises the bar for luxury at sea.”

The project underscores an ongoing alliance between three French yachting leaders. Ponant Explorations Group, renowned for small-ship luxury expeditions, Sailoé Yachting, specialists in Lagoon charters worldwide, and Lagoon, a brand of the Beneteau Group, continue to shape what they describe as “a more intimate and inspiring” style of ocean travel.

With a growing fleet spanning multiple oceans, Ponant Yachting says it aims to redefine modern luxury under sail, matching slow travel, sustainability and seclusion with world-class comfort.

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In the early 1980s, Marc Van Peteghem and Vincent Lauriot Prévost were a couple of young naval architecture students in Southampton, England. They decided to merge their talents, and their initials, to create their own design firm. Today, VPLP is a global ­powerhouse with more than three ­dozen employees. It has designed everything from America’s Cup winners to round-the-world record-setters.

VPLP’s first big break came in 1987, when a fledgling French boatbuilder called Lagoon commissioned the firm to draw the lines of a 55-foot cruising catamaran. It was the start of a long and productive relationship. VPLP has produced many more Lagoons since then, including the company’s latest model, the Lagoon 43. It’s a collaboration with exterior designer Patrick le Quément and interior ­designer Nauta Design. 

This background is important for a couple of reasons. First, it speaks to Lagoon’s distinctive, consistent look and style over the intervening years. Second, it helps to explain Lagoon’s DNA. It’s a builder whose cats combine plenty of creature comforts with the performance for which VPLP is known.

Interestingly, VPLP took ­until the late 1990s to introduce what I consider to be Lagoon’s signature design ­feature: the distinctive coachroof treatment that overhangs the ­forward windows and resembles a gun turret. It came with the introduction of the 410 and 470. It’s readily recognizable here on the 43, and the roof itself extends aft and over the cockpit to provide protection from the sun and elements. 

Aesthetically, the lines are clean and uncluttered. The ­waterline is maxed out, the freeboard is ample, and there’s a noticeable chine in the hulls—a nod toward expanded ­interior volume in the staterooms. The raised steering ­station, beneath a hard Bimini top, is to port. (For some unknown reason, this setup is to starboard on most cruising cats.) A series of sun pads and a wraparound settee are adjacent to the helm, a sensible solution to adding upstairs lounging space on a boat not really large enough for a flybridge. The side decks are wide and, with a molded-in bulwark, safe and secure. One of the cooler elements of the exterior plan is the cutouts aft in each hull for side boarding from a dock or dinghy. There are also nice sets of steps in the transoms for swimming or coming aboard.

The interior layout truly ­maximizes the space, making the boat feel much more expansive than its 45-foot-5-inch length overall. (A 25-foot-3-inch beam doesn’t hurt matters.) There are a few innovative items I haven’t seen before, starting with adjacent dining tables in the salon and cockpit that can be configured a dozen (yes, 12) different ways. For example, with the sliding doors open, they can be paired to seat a dinner party. With the doors shut, the salon table can be dropped down with cushions inserted to create a roomy berth. About half of the 43s built are expected to go into charter service, so this flexibility is a necessary feature.

Along those same lines, in the double-berth stateroom aft, there’s a “high-rise” single berth perched over the double. The single can fold down when not in use. Also, that stateroom and the owner’s space, to starboard, can each be accessed from separate entrances in the cockpit, along with access down a few stairs from the main salon. (A charter layout has four double-berth staterooms as opposed to the dedicated owner’s space on our test boat.) Forward is the commercial-grade galley with a four-burner stove. Nearby is a flat-screen TV that can be raised or lowered, and there are fridges inside and outside. Gracious living and entertaining were clearly top priorities. 

Construction is an infused laminate incorporating E-glass and polyester resin that employs a balsa core in the hull, deck and coachroof. The twin auxiliaries are 57 hp Yanmar diesels with saildrives. There’s a solar array topside as well as a generator to meet power needs, and all equipment is top-notch: Raymarine instrumentation, a Quick windlass, Harken winches, Spinlock clutches and Elvstrom sails (including a square-topped mainsail).

During Cruising World’s 2025 Boat of the Year ­contest, we sailed the 43 on a fall Chesapeake Bay afternoon with a pleasant northwest breeze of 10 to 12 knots. Closehauled, the cat clipped along to weather nicely, making just shy of 7 knots. Easing sails and falling off to a beam reach, the 43 still registered nearly 6 knots. The helm was light and responsive, and the boat was quite fun to sail. 

The 43 replaces the popular Lagoon 42 in the brand’s current lineup. That model is a tough act to follow: More than 1,000 of the 42-footers were launched after its introduction in 2016, making it one of the company’s all-time bestsellers. Lagoon has ambitious goals with the new boat, hoping to build a hundred a year. As of this past fall, the yard was off to a great start, with 70 units sold. 

The partnership of VPLP and Lagoon has been a long and lasting one. It shows no signs of slowing down.

Take the Next Step

Price: $710,000
catamarans-lagoon.com

Herb McCormick is a CW editor-at-large.

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Lagoon Yachts has launched a program called Neo that’s intended to help with environmental sustainability. The program will see Lagoon’s team renovate older catamarans at the Groupe Beneteau shipyard to give them new life, and then offer them for sale with a manufacturer’s warranty.

The first model to go through the Neo program is a Lagoon 620 from 2012. It’s called Firefly, and Lagoon repurchased it this past February. Its first dozen years on the water had been spent in private use and in charter.

Lagoon says the Neo process includes appraisal and evaluation of the individual boat, to establish the list of work to be accomplished; completion of that work with materials and software updates in a way that reflects today’s standards and expectations; the same rigorous testing that new Lagoon builds go through; and repurposing of more than 70 percent of uninstalled equipment.

“Leaving the shipyard, the boat will be like new, with a manufacturer’s warranty of two years,” the company says. “Three types of packs will be available, according to the level of refit desired by the customer.”

Those “packs” include a premium version that includes a full structural audit, up-to-date electrical equipment including a Seanapps monitoring system, and an interior refresh with new or refurbished main equipment.

Lagoon says it will take about four to six months to pass each boat through the Neo program. The resulting manufacturer’s warranty will be backed up by the company’s international dealer network, with more than 230 service locations throughout the world.

For a look at how things turned out on the Lagoon 620 Firefly, sailboat enthusiasts can attend the Occasions du Multicoque et du Refit Boat Show coming up in October in Canet-en-Roussillon, France. Firefly is expected to be there.

Is the Neo program part of Sailing for Change? Yes. Sailing for Change is a broader strategic project for the development of more sustainable cruising. It also includes certification of production facilities, innovation in the use of biosourced and recycled primary materials, research into alternative propulsion systems, environmentally responsible equipment, and partnerships with nonprofit organizations working to protect the marine ecosystem. Overall, Groupe Beneteau is aiming to reduce its carbon footprint by 30 percent by 2030.

Where to learn more: go to catamarans-lagoon.com.

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With  a bright and inviting interior, numerous on-deck places to relax or socialize, good sailing manners, and a versatile array of layouts for couples, families or chartering, the Lagoon 51 does a number of things right.

The 51, designed by Lagoon’s longtime naval architect collaborators at VPLP Design, replaces the Lagoon 50, which was introduced roughly five years ago. The new model lands dead center in the company’s lineup of cruising catamarans that range from 40 to 77 feet. The Lagoon 50 is the largest model intended for an owner-operator; starting with the Lagoon 55, there’s likely to be a captain and/or crew involved.

The company, which builds some 275 boats a year, projects that it will build 45 to 50 hulls of the new 51, with about a third sold for private use and the remainder going into charter. With that in mind, it makes sense that the interior design of the 51 includes multiple accommodations layouts. 

The four-stateroom version is more likely to appeal to a private owner, whose suite takes the entire starboard hull. It has a queen-size berth aft that’s adjacent to one of three rectangular ports in the hull, providing a tremendous view of the world outdoors. Amidships, there’s a desk and seating area outboard with a view. Opposite are hanging lockers along with a walk-in closet/dressing room. A head and shower are forward, and are kept bright in daylight hours with natural light.

Three guest staterooms occupy the port hull. The aft stateroom has an en suite head and shower. The remaining two staterooms—one ­forward and the other located inboard and amidships—share a head and shower. 

A four-stateroom, ­four-head version is also available, and there’s a charter-friendly six-stateroom, four-head option as well.

The 51 is built in Lagoon’s yard in Bordeaux, France, on the same production line as the Lagoon 55. Lagoon infuses its balsa-cored composite hulls and decks, a process that helps to control weight during construction. The Bimini top over the flybridge is injection-molded. The 51 has a 12-volt electrical system.

On recent Lagoon models, VPLP designers placed the mast farther aft than on older models, employing a shorter boom and high-aspect main, a trend made popular on big racing multihulls. On those boats, race crews rely on a quiver of headsails, often set on furlers, to quickly power up or down the sail plan to match conditions. Most cruisers and charter boats, though, are rigged with a single jib or small genoa, a setup that can affect performance in light conditions. On the 51, Lagoon returned the rig to a more forward position, and the mainsail will be cut for a bit more power. This should mean better performance in light air. Moving the mast ahead also opens up space in the salon. 

Another interesting design choice on the 51 is the placement of large transoms on either side of a swim platform that can be lowered into the water at anchor, or be raised and used to store a tender underway. The oversize transoms extend abaft the sides of the hull, making it easier to step aboard from a dock or tender. And they make a good place to sit and dangle your feet in the water. 

There are essentially four places to congregate on the 51. A padded, U-shaped seating area is on the foredeck, with a window abaft it that opens from the salon, and through which snacks can be passed. That window also provides increased indoor ventilation.

The open salon has a galley aft with L-shaped counters on either side of the sliding cockpit door. Stove, oven and sink are to port; fridges and freezer drawers are to starboard. There is a side-facing nav desk in the forward starboard corner, adjacent to a dining table with seating all around. Visibility is great forward, aft and to either side, thanks to Lagoon’s signature vertical windows.

The cockpit offers a second alfresco dining option, with a table to port. A sun lounge is opposite, and more couch-style seating is across the stern between transom stairs. There’s an outdoor sink too, along with a fridge and ice maker.

The real party place, though, is one level up, on the flybridge. My guess is that’s where people will hang out most of the time. 

There is access to the ­flybridge from the cockpit below via steps on the port side next to the outdoor dining table, or from the starboard deck. The helm station with a bench seat is forward; abaft it is U-shaped seating surrounding a cocktail table. A pair of sun pads is forward of the helm on the cabin top, on either side of the mast.

I know there’s debate about whether flybridge steering is better for chartering than long-range cruising, when a helmsman might prefer to be more protected from the elements, but on the 51, I really liked the flybridge setup. First off, there’s good all-round visibility. Second, the person driving has space to work but can still be part of the conversation. 

Three Harken electric winches are within an arm’s reach of the wheel, and all sail-control lines except for the traveler are led to them (there’s a Harken side-wind winch for the traveler nearby). During my trick at the wheel, I found that tacking the boat singlehanded was quite easy. Underway, a window overhead in the Bimini top gives the skipper a clear view of the square-top mainsail. That’s a nice feature when trimming or hoisting sail. One caveat, however: The combination of flybridge and Bimini top means the height of the boom is fairly high off the water.

Though it was not available on the boat that our team got aboard in Annapolis, Maryland, a unique roller-­furler boom is available for the 51. Lagoon developed it in conjunction with Wichard and Incidence Sails. Buyers can watch a video of it in action.

As I said at the start, the 51 has good sailing manners. In 10 to 14 knots of breeze, we saw speeds in the low 6s closehauled and nearly 7 knots on a broad reach. The top speed of the day that I jotted down in my notebook was just over 7.5 knots. In these conditions, it would have been fun to roll out a big reaching sail, if we’d had one. The boat is set up for it with an aluminum sprit.

With the 51, Lagoon has what I might call a Goldilocks boat: not too big, not too small, capable for cruising, and comfortable for chartering. In a lot of ways, it’s pretty much just right.

Mark Pillsbury is a CW editor at large and was a 2024 Boat of the Year judge.

Toward a Green(er) Machine

From resin and cloth to solar power and more-efficient systems, the Lagoon 51 takes advantage of ongoing development work that Groupe Beneteau employs across its many brands to make boats cleaner to construct and operate.

Let’s face it: While the act of sailing might be considered a green pastime, building boats definitely isn’t. A lot of resin, fiberglass, adhesives, and sealants are required to build a structure that’s 50 feet long, nearly 27 feet wide, and three stories tall—and strong enough to hold its own in a bluewater environment.

A boat that size needs a pair of beefy (80 hp) diesel engines for motoring. And it has numerous energy-gobbling systems and appliances such as air conditioning, fridges and freezers, a washer and dryer, and the like, all of which need to be fed.

Any steps toward greater sustainability are strides in the right direction. With the 51, Lagoon began to add bio-sourced resin when laying up nonstructural small parts. In place of fiberglass cloth, the company is experimenting with natural fibers such as hemp and linen. And for years now, Lagoon has infused its hulls, which allows better control of the resin while reducing vapors released into the atmosphere.

An array of custom XXL solar panels—more than 3,400 watts’ worth—line the perimeter of the flybridge and its hard Bimini top, helping to reduce (or eliminate, if the air conditioner is not on) the amount of engine (or diesel generator) run time needed to keep the battery bank topped up. Adding to the power equation is the use of more-efficient cooling units and LED lighting.

Throughout the boat, Forest Stewardship Council-approved Alpi wood is used, and upholstery is made from 100 percent recycled materials. New Lagoons come with eco-friendly cleaning products. Starting this year, the boats also will be equipped with UV water filters to reduce the need for single-use plastic bottles for drinking water.

“In a nutshell, Lagoon is committed to sustainability through various initiatives such as using FSC-certified wood, recycled materials for upholstery, and bio-sourced resins,” says Lagoon Americas director Andre Hernandez. “Our production sites are ISO-certified for environmental management. We incorporate XXL solar panels on our boats and offer biodegradable maintenance kits. Lagoon also invests in hybrid-propulsion research and supports projects such as Anima Mundi and Escape to Nature to promote environmental conservation.” —MP

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The brokerage team at Lyman-Morse sends word that it has listed the Lagoon 40 Currach for sale with an asking price of $469,000.

Currach is a 2019 build that is located in South Portland, Maine, and that has reportedly been “lightly used in New England waters” by a single owner since its launch.

The layout aboard Currach dedicates the entire portside hull to an owners’ stateroom with a queen-size berth, a head with a separate enclosed shower, hanging lockers, and a desk and chair.

In the starboard hull, there are two guest staterooms that share a head with a stall shower between them. For surprise guests who are joining the cruising fun for a few nights on board, the table in the main salon lowers to create a double berth.

The main salon is outfitted with a galley, navigation station, flat-screen television, and dining table that seats at least six people. There’s a second dining table, along with lounge space, abaft the enclosed pilothouse. The sole in the cockpit on the main deck is teak.

Key specs include a 22,000-pound displacement, a beam of 22 feet, 2 inches, and a draft of 4 feet, 5 inches. Power is provided by a pair of 45 hp Yanmar 4JH45 SDs that allow for a cruising speed of 7 knots and a top hop of 8.3 knots, according to the brokerage house.

Lyman-Morse’s team describes the boat as being in “excellent condition.” The interior is outfitted with the Alpi walnut wood option, and the helm station is protected by a canvas Bimini top. There are B&G electronics at the helm, which has an autopilot, radar and GPS chartplotter.

The cabin top is home to 12-volt solar panels, and there is 44,000-Btu reverse-cycle air conditioning in all three staterooms. An 8 kW Panda diesel genset runs the air conditioning and charges the batteries.

Onboard outfitting includes a top-loading freezer—for extra stowage of provisions on longer cruises—along with a front-opening refrigerator that also has a freezer. There’s a microwave oven for cooking quick meals underway.

Equipment outside includes an electric windlass with a wired remote, and folding three-blade bronze propellers.

The sail kit on Currach includes a Dacron square-top high aspect mainsail, a mainsail bag with integral lazy jacks, a furling gennaker that was purchased new in 2020, and a furling jib.

Where to learn more: schedule a look on board Currach by contacting a sales broker at lymanmorse.com.

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Lagoon is celebrating its 40th anniversary this year, and is preparing to cap off the festivities with a memorable splash. The builder is hosting numerous events that celebrate the milestone in addition to promoting the all-new Lagoon 60, which is scheduled to make its world debut at the Cannes Yachting Festival in September.

This 60-foot model was christened on March 6 in Bordeaux, France, at a celebration that included the Maison de Champagne Thiénot champagne maker and the nonprofit association Coral Guardian, which Lagoon partners with to restore and replant the world’s coral reefs (already, more than 1,660 corals have reportedly been replanted).

Hull No. 1 of the Lagoon 60 is now in technical sea trials. It has spent two months in the Atlantic, and is scheduled to undergo quality testing with various experts at the helm between now and its official debut later this year. Press sea trials are scheduled for June, so look for early coverage of this new model in Cruising World sometime after that.

Details about the boat that we can share now include a length overall of 59 feet, 11 inches; an upwind sail area of 2,572 square feet; and a total number of onboard berths that ranges from eight to 14. The aft cockpit has opening terraces for easier water access.

The forward cockpit, accessed by a door forward of the saloon, is another space for guest relaxation. The saloon itself is available in versions with a galley or a bar, and has vertical windows for significant views of the outdoors.

Owners can also choose galley-up or galley-down designs. In the galley-up version, the galley is in the after port quarter, within easy serving distance of the indoor salon and the outdoor aft cockpit. With the galley up, the hull space below for the galley-down version can become a fifth guest stateroom. It has twin berths.

In either galley configuration, the master stateroom takes up a substantial portion of the starboard hull. There’s also three double-berth staterooms along with one twin-berth stateroom.

The standard flybridge configuration includes a sunning area forward with a helm station abaft it to starboard. Guest seating and dining are far aft, out of the skipper’s way but with wide views of all the surroundings.

How many catamarans has Lagoon built since 1984? More than 7,000, all serviced by an international network of dealers and other providers.

Where to learn more: click over to catamarans-lagoon.com.

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Lagoon Catamarans has unveiled a furling boom system that’s been in development for a dozen years. It’s available starting this month as a factory option on the Lagoon 51 and the Lagoon 46.

“We did the first set of prototypes, which failed,” says Bruno Belmont, Lagoon’s multihull expert. “So, we restarted five and a half years ago with fresh ideas, and we started building efficient prototypes three years ago.”

Those newer prototypes have been undergoing field tests ever since. Lagoon worked alongside Sparcraft, which makes masts and rigging; Incidences Sails, which has been in business for more than 30 years; and Facnor, which specializes in furling systems.

“The furling system could not be a copy of a monohull system because of the horizontal compression of the batons,” Bruno says, adding that Lagoon ultimately created a system that is not enclosed within cowling. “We wanted the sailor to look at what they’re doing and be capable of reacting in case something went wrong.”

Overall, he adds, the idea is to simplify and improve the sailing experience, especially for people who are newcomers to boating and still getting used to all the skillsets that are required. 

“Most of our sailors are first-boat buyers, so they don’t have a strong experience of sailing,” he says. “The idea is that the boom is quite high, and accessing the lazy bag could be viewed as difficult. Also, reefing the main can be quite challenging for new sailors.” 

The Lagoon Furling System relies on four key principles: completely easing the mainsheet so the sail and boom can move freely; having the boat positioned head to wind, to keep the boom close to the vessel’s centerline; hoisting the topping lift to a point where it’s locked in the predetermined position so that the boom is level; and applying tension to the slack easing line to ensure that the luff of the sail remains tight.

Key components include a stainless-steel furling mandrel, a rotating boom with pivot bearings at the front and rear, a stainless-steel aft bearing unit, and a steel-wire topping lift to limit stretching. 

See the Lagoon Furling System in action:

Lagoon also notes that the sail is not enclosed in a carbon-fiber or fiberglass casing, as some other furling systems are. With the Lagoon system, sailors have a clear view of the operation. Three lines—the main halyard, furling line and topping lift—control the furling mechanism.

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It was perhaps fitting that Fountaine-Pajot and Lagoon Catamarans—two longtime pillars in the production catamaran community—came head-to-head for the title of best cruising cat over 50 feet for 2024. Talk about symmetry: Both boats measure in at about 51 feet. A nearly exact price point of just around $1.6 million. Each is produced by one of the pioneering French multihull builders that’s been at the game for decades. In some ways, this matchup was not unlike a heavyweight boxing bout between Ali and Frazier, or a good old-fashioned feud like the Hatfields and McCoys. It was a duel that the judges relished and dreaded because the competition would undoubtedly be close—but there could be only one champ. 

Winner: Fountaine-Pajot Aura 51

During deliberations, judge Mark Pillsbury summarized the overall layout of the Aura 51, a viewpoint shared by his fellow panelists: “A length overall of 51 feet is enough space to give designers options when it comes to how a cruising cat is laid out, and Fountaine-Pajot takes advantage of this by offering a variety of layouts, with up to six cabins in charter mode. The boat we sailed in Annapolis had what they term a ‘double Maestro layout,’ i.e., a master cabin aft in each hull, with guest quarters forward. It would be a boat that two owners might share, sailing separately or together occasionally. I really liked their decision to locate the helm station on the Aura partway between the cockpit and the flybridge, which they called the sky lounge. That way, the skipper stays in contact with guests below and above, and has good visibility astern when docking. I also like the separation between the steering seat and the three winches on the cabin top. Shorthanded, the autopilot can be engaged when the skipper steps forward to trim sails, and with crew, the trimmer has room to work and the skipper room to steer. We had light wind the day we sailed, only about 5 to 8 knots, and the Aura made 4 knots closehauled—a good run for a big, well-stocked cruising cat.

Judge Herb McCormick weighed in: “I really thought that this category was a toss-up. Both boats will be sold to private owners and will also be set up for the charter trade. At the end of the day, what leaned me toward the Aura was that helmsman’s arrangement, centered between the cockpit and the top deck. I loved that big flybridge on the Lagoon, which will be a great space especially on charter, but this is the best ‘cruising’ cat, not best ‘charter’ cat, and that one feature I believe is better-suited to real cruising.”

Runner-up: Lagoon Catamarans 51

The French boatbuilding industry is to be applauded for its forward-thinking approach to sustainable building practices and exploring next-generation powering and propulsion systems. Judge Tim Murphy focused in on Lagoon’s approach: “This is largest Lagoon fully intended for owner-operators. Beginning with 55, the next size up in the range, a professional captain is expected to be involved. Lagoon produces 275 boats per year. From this year’s Boat of the Year fleet, Lagoon is at the forefront of carbon-positive materials: 35 percent biomaterial in the polyester resin (compared with 14 percent last year), with hemp fibers employed instead of glass in some of the smaller molded parts. The production plant is certified ISO 9001, 40001, 50001, which is notable for the commitment to sustainable manufacturing.” 

Unlike McCormick, judge Mark Pillsbury liked the Lagoon’s helm station just fine. He said: “The 51 is a big boat, but the layout of the helm station on the flybridge makes the boat simple to operate with a shorthanded crew. All sail controls are led to three winches on the cabin top, and there is a Harken electric sidewinder winch adjacent to the wheel to control the traveler. And for a large cruising cat, I thought that the 51 sailed well. The steering was very smooth. In 8 to 12 knots of breeze, we saw boatspeeds in the high 6s and 7s depending on our point of sail. The view from the helm was tremendous.”

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Of all the tweaks and changes in the ­design and layout of large cruising catamarans, ­surely the most innovative has been the addition of the flybridge steering station and “upstairs” lounging space. To be perfectly honest, the feature took a while to grow on me. At first, it was a matter of aesthetics: What in the name of Herreshoff was that mainsail ­gooseneck doing a story or two up in the sky? 

But as I sailed a few flybridge-­equipped cats, ­particularly the Lagoon 620—the predecessor to the brand’s latest rangy cat, the Sixty 5—it dawned on me that my issue was a matter of perspective. The beauty of the flybridge isn’t obvious when you’re ­looking at it. The brilliance becomes clear when you’re experiencing the wide-open waters and 360-degree views of the horizon while perched upon it. 

The 67-plus-foot Sixty 5 has a wide, well-reasoned ­platform high above the seas. Its commanding panoramas are just the beginning. Twin helms with comfy, upholstered bench seating, as well as the ­engine controls and chart plotters, flank a quartet of ­Harken ­winches, all of which are ­canopied by a solid ­overhead Bimini. The ­traditional mainsail is trimmed with the aid of a continuous-­line traveler, also led to the Harkens. Unfortunately, our test sail was ­conducted in middling breeze, but we still made a solid 5 knots under the code-zero headsail in just 7 knots of wind. 

Happily, there were ­other attractions to hold our ­attention, especially the “topside ­galley” with a fridge, a sink, an ice maker, a Kenyon grill, and enough seating to open your own waterborne cafe. As for steering, there’s a second indoor station in the saloon controlled by the B&G autopilot, negating the need to venture aloft for course adjustments.  

Back at sea level, owners have many choices and options. There can be four, five or six staterooms; the ­galley can be up in the saloon or down in the hull; and there are numerous styles of Alpi wood finishes and upholstery—all of which you’d expect on a ­vessel with a price tag north of $3 million. The owner’s ­staterooms, in particular, are sumptuous. 

Construction, as with the entire nine-model Lagoon line from 40 to 78 feet length overall, is straightforward: a balsa-­cored laminate in both the hull and deck, with polyester and vinylester incorporated into the layup. The teak decks are a classy touch that you don’t usually encounter on a catamaran. There’s a pair of gensets, one of which addresses the ­overall house needs and a second ­dedicated to the ­individual air-­conditioning units ­scattered hither and yon. A pair of 150 hp Yanmars is standard, though our test boat had been upgraded to twin 195 hp diesels ­coupled with Flexofold props.

The cat’s profile is striking, with a straight stem on the bow to maximize waterline length and the coach roof’s familiar turret-style brow—a signature Lagoon feature. There’s a cool forward cockpit for lounging and reading, offset by an aft cockpit with seating and a dining area. The integrated bowsprit is another sweet touch, allowing for a triple-headsail arrangement for easily shifting gears depending on wind strength and direction. 

Lagoon is presently building about 20 boats a year. All have gone to private owners, not charter companies, though many owners are offering their boats with full crews from five to 10 weeks a year, to offset expenses. It’s a business model that’s tried-and-true with the superyacht set. The ­Sixty 5 is a lot of boat to handle, and nearly all owners will employ a hired captain, and chef and mate, who have their own ­dedicated quarters aboard. 

But let’s return to that flybridge. I’ve always wanted to experience what it feels like to have the conn on a big ­freighter or cruise ship, with the long scans and endless ocean vistas. Since sailing the Lagoon Sixty 5, I think I know.  

Herb McCormick is a CW editor-at-large.

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In February, French boat builder Lagoon brought Hull No. 2 of its 55-foot luxury catamaran to the Miami International Boat Show. I can easily see this long-legged bluewater cruiser finding a niche among its siblings that range in length from 40 to 77 feet.

The 55, designed by VPLP, has an interior by Nauta and exterior styling by Patrick le Quément. Given its size and systems, the 55 will likely be a boat that many private ­owners will staff with a captain and mate, though it’s well-laid-out for a shorthanded crew, and certainly would be suitable for an owner-skipper who is up for the job of maintenance. 

And in charter, where ­Lagoons have long been popular? Well, let’s count the ways the 55 could be enjoyed.

First, there’s the flybridge, where the helm is located. Steps to either side ensure a good flow of traffic. The wheel is offset to starboard. Just forward of it, close at hand, three electric winches handle all the sail-control lines except for the traveler; that’s adjusted using an electric continuous-line winch whose push-button controls are mounted ­nearby. Abaft the helm, there’s a sink and fridge alongside a U-shaped seating area that surrounds a low cocktail ­table—a lovely place to sit.

Below, in the cockpit, are two more tables to starboard with tops that unfold to seat a crowd. There are also multiple cushioned lounges, all facing aft to take in the view astern. When raised, the swim platform/tender storage area provides a balcony over the water. Lowered, it’s a place to sit and hang feet in the water.

Directly forward of the cabin house, there’s another U-shaped seating area, and the center window in the saloon opens so refreshments can be passed out to anyone sitting there. The 55 has a self-tacking jib, with a sheet that’s led to a track on the coachroof just ahead of the mast, keeping lines out of the way on the foredeck. There is also a sprit with an electric furler for a code zero. During the show, the boat was rigged with a cloth sunshade over the forward ­seating area, held aloft by a pair of ­removable carbon-fiber poles. 

The boat in Miami carried a price tag of $2.2 million. That included options such as teak soles on the flybridge, in the cockpit and on the transoms; air conditioning; extra refrigeration; a washer and dryer ­amidships in the port hull; a pair of upgraded 115 hp Nanni engines with saildrives (80 hp diesels are standard); and a suite of B&G electronics.

Lagoon offers a number of interior layouts. This boat had four staterooms. The ­owner’s en suite stateroom was aft in the starboard hull, with a smaller guest stateroom forward. On the port side, two additional guest staterooms sat fore and aft, with a crew cabin (with its own head and shower) in the forepeak. The interior volume in the hulls ­allowed all the guest berths to be laid out athwartships. 

Five- and six-stateroom ­layouts are also available, and an owner can choose to have the galley up or down. All told, the 55 could have berths for 16 people.

Throughout the interior, ports and hatches abound, ­letting in lots of light and providing views of the world ­outside. In my notes, I jotted down “elegant” to describe the boat’s look and feel. 

Under power at a cruising rpm of 2,000, we saw readings of about 9 knots on the GPS. The steering seemed a bit sluggish both motoring and under sail, but the boat had arrived just prior to the show, and I’d suspected that it just needed an adjustment. 

The breeze barely broke 10 knots on our sea trial, and we weren’t able to fly the code-­zero sail due to missing gear, but with the self-tacker set, we moved along closehauled at about 6 knots, and gained ­another knot and a half by bearing off to a beam reach.

It was a comfortable ride. Sailing along, it didn’t take me long to find my sweet spot on the 55: the seat ­incorporated ­into the far forward ­lifeline stanchion, where I hung one arm over the wire and sat watching the bows slice through the waves. Believe me when I say that I could have stayed there all day.

Mark Pillsbury is a CW ­editor-at-large.

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