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.

French boatbuilder Dufour is as regular as the tides on Chesapeake Bay. Dufour’s team arrives every fall in Annapolis, Maryland, with a new model, each one a few feet longer or shorter than the previous year’s, but reliably with a plumb bow and transom, chines that run essentially from stem to stern, a low-profile cabin top, dual helm stations, and a single rudder.

And notably, each and ­every Dufour I’ve been aboard as part of Cruising World’s annual Boat of the Year sea trials has sailed well, including the Dufour 44, which was introduced to North America in 2024.

Such is the benefit of turning to the same naval architect, Umberto Felci and his team of designers, exclusively since 2002. That is an impressively long period of collaboration in an industry where production builders routinely bring in new blood whenever it’s time to ­reinvent a model range.

Felci’s hulls are slippery through the water, which means sail plans can be kept manageable for shorthanded cruising sailors. In recent years, self-tacking jibs have been standard, though genoa tracks for slightly overlapping headsails are available for owners who want more horsepower. Sprits that double as anchor rollers also come standard, so off-wind sails such as a code zero or cruising spinnaker can be set on a flexible furler for reaching or running—a greatly beneficial feature on these modern rigs with big main sails and smaller headsails.

Our test boat was fitted with a genoa. In a moderate breeze that ranged from about 8 to 15 knots, we cruised at 6 to 7.5 knots closehauled and kept about the same pace off the breeze. Dufours employ a double-ended German-style mainsheet system, ­meaning sheets are led to winches adjacent to either of the boat’s twin wheels. They can be easily trimmed from either side. I like that setup because whoever is driving doesn’t need to leave the helm to attend to a mainsheet led to a winch set on the cabin top.

The cockpit on the 44 is roomy, with a teak drop-leaf centerline table that is also a handy place to brace one’s feet when heeled. The Annapolis boat had factory canvas that included a dodger and a two-piece Bimini top designed to allow the crew to step between supports when headed to the side deck. If I were a buyer, I would probably forgo the Bimini top to make the trip forward a bit easier. As a bonus, I’d get a clearer view of the main.

For several years now, Dufour has built a grill and sink into the center of the transom. New on the 44 are stairs to either side of it for stepping down to the ­fold-down swim platform; on previous models, there were stairs on only one side. Underway, fold-down seats cover the steps and provide a place for the driver to sit.

The interior of the 44 is by Ardizio Design, and the overall look is bright and roomy. Earlier models in the current ­generation of Dufours had a galley-­forward layout down below, with the stove, fridge, ­freezer, ­counters and cabinets spread out athwartships, adjacent to the main bulkhead. That’s still an option on the 44, but the boat we saw has an inline galley that occupies the starboard side of the salon in place of a couch. In either layout, a hexagonal table is to port with seating for up to 10 people, using movable stools that stow under the table underway. 

The inline arrangement allows for lots of stowage in drawers and cupboards, and for a large countertop. For a cruising couple, I thought the setup would work pretty well. It gives the salon the feel of an ­apartment with open living space. If I was routinely sailing with other couples or friends, I might prefer having the forward galley, where the cook has space to work and guests have most of the salon to lounge. In the end, it comes down to personal preferences, and in my book, the more options, the better.

There are other layout choices to be made as well. Two aft staterooms are standard. They share a head and shower compartment to starboard of the companionway, and a shower compartment to port. The latter would make a handy place to ditch wet foulies when coming below. This space can also be set up with a desk and seat, creating an onboard office.

In the three-stateroom layout, the owner’s space is forward with an island berth. Separate head and shower compartments are on either side of the doorway from the salon. This owner’s space can also be split in two to create a four-stateroom charter-­friendly floor plan, with each forward double-berth ­stateroom having an en suite head and shower.

Base price for the Dufour 44 is just under $350,000. The boat in Annapolis had a price tag of just over $580,000, which included B&G electronics, an extra pair of Lewmar winches, and air conditioning.

Dufour builds approximately 300 boats a year. All are vacuum-­infused using polyester resin, with an outer layer of vinylester to prevent blistering. Hulls and decks are cored.

The 44 is powered with a 50 hp Volvo diesel, saildrive, and folding prop. Dufour and its sister company, catamaran builder Fountaine Pajot, also offer hybrid electric propulsion developed by OdSea+, a French company that is now part of the group.

When ordering a 44, an owner can also choose among a number of wood finishes and upholstery colors. Add that to the other options for layouts, sail plans and auxiliary power, and owners can sail away on a good-performing boat that’s set up just the way they like. 

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

Take the next step

Price:$580,000 (as tested)
dufour-yachts.com

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In not a lot of wind, maybe 10 to 15 knots, a square-top main and code-zero headsail had the Leopard 46 catamaran skipping across Chesapeake Bay at 7 knots and change, and sometimes quicker in the puffs. The steering was responsive. The helm, raised to deck level and protected from weather by a hardtop Bimini, was comfortable. From the two-person driver’s seat, I found good all-round visibility, and all sail-control lines were close at hand and easily managed by the electric Harken winches on the cabin top.

On a Boat of the Year sea trial of any other big cruising cat, the sailing capability alone of this latest model from South African builder Robertson and Caine would have had my full attention.

But even more than that, I found myself glued to a small display screen mounted near the wheel. On it, an easy-to-­understand graphic showed that we were not only hauling the proverbial mail, but we were also generating electricity and recharging the lithium phosphate batteries without expending a drop of diesel. In theory, with the assistance of an array of solar panels mounted on the Bimini top, if we sailed long enough, we’d arrive at our destination with the battery bank fully charged and without ever having to run the range-extending generator.

In a year when we ­encountered several approaches to ­hybrid or all-electric ­propulsion, the system that comes as an ­option on the Leopard seemed the ­simplest for an owner to ­master. My colleague Tim Murphy would conclude later in a story ­written by our fellow judge Herb McCormick: “We’re seeing more and more electric options, and this is a solid step in the right direction.”

The Leopard 46, designed by Alex Simonis and the team at Simonis Voogd, replaces a popular 45-foot Leopard that was also available for charter ownership under The Moorings and Sunsail brands. Introduced at the Annapolis Boat Show in 2016, the 45 had a model run of 379 boats, with the last one delivered in 2024. The brands, all owned by Travelopia, have an unusual relationship with R&C, in that they are the builder’s only customer. And for several years now, Simonis has been the chief designer of all R&C sail- and power-cat models.

During our dockside briefing at the most recent sailboat show, Franck Bauguil, senior vice president of yacht ownership and product development at Travelopia, explained some of the challenges in developing the new model. It had to offer new features to set it apart from its predecessor, and it had to come in at a similar price to remain attractive as a charter investment. It also needed to reflect the elements that private owners expect to find on a yacht with a price tag approaching $1 million—or even a couple hundred thousand more if equipped with the hybrid package.

For his part, Simonis has faced these tensions before. The 45, ­introduced in 2016, brought similar considerations and earned Cruising World kudos as Best Charter Boat. The 46, meanwhile, was named 2025 Best Full-Size Multihull 45 to 50 feet.

Apart from the hybrid propulsion system, there are a number of new features included in the 46, starting with its construction. Previous R&C boats have been built using three molds for the hull, with the pieces then glassed together along the bridge deck. The mold for the 46’s infused hull is one piece, a process the builder will employ in all future models, Bauguil said. And on this boat, aluminum mullions support the cabin top while glass windows replace the acrylic ones used in other models. 

Compared with the 45, the transition between the salon and cockpit feels more open. This was achieved by eliminating the after bulkhead and replacing it with a composite ring frame. Revamping the cockpit door with four glass panels that slide out of the way allows for a dining table indoors to be in close proximity to another one in the cockpit. In good weather, the crowd can have a banquet.

A nav station is forward and to port in the salon. With just about 360-degree visibility, it would be a fine place to spend night watches. Between it and the galley to starboard, a ­watertight door opens onto the forward cockpit. 

The 46 is available with several layouts. The boat in Annapolis included an owner’s stateroom aft to starboard and a VIP stateroom forward, each en suite with its own companionway. The port hull held a third stateroom aft; forward was a ­workshop/utility room with a washer and dryer. For chartering, four- and five-stateroom layouts are available.

On deck, a portside stairway just outside the cockpit leads to a lounge atop the Bimini top that has couch seating, a table and sun pads. Access to the raised helm is from the starboard deck or via steps up from the cockpit.

Boats for the Leopard brand have a lifting swim platform that can also hold a dinghy. Charter boats have a stainless frame to lift the tender.

The standard sail plan for all models is a regular-cut main and genoa from Ullman (a square-top mainsail is an option). Upgrades are available, and Leopard models have a spit for flying a code-zero reaching sail or a code-D downwind sail.

For power, the standard ­engines are 45 hp Yanmars with saildrives; 57 hp upgrades are available.

The hybrid system might be what appeals most to a buyer with early-adopter tendencies, but there’s also a lot to be said for the proven reliability of a couple of a modern, efficient diesels. Either way, the Leopard 46 offers loads of fresh ideas in an attractive cat that’s cruiser-­friendly and fun to sail.

Take the next step

Price $1.2 million (as tested)
leopardcatamarans.com

Greener Sailing 

The hybrid electric propulsion system being offered as an option on the Leopard 46 relies on technology developed in France by a company named Joool, which was launched in 1998 as Alternative Energies. It has systems installed on a number of European ferries and workboats. It recently became a part of the group that owns Fountaine Pajot and Dufour Yachts, and is working with other builders as well.

At the heart of its hybrid system is the OneBox, a sealed unit that the company says enables “energy conversion and distribution for your boat.” On the Leopard 46, the OneBox collects energy generated by multiple sources: four 400-watt solar panels, propeller pods capable of regeneration under sail, shore power, and electricity produced by a 24 kW diesel generator. The system then stores that energy in two 27 kW lithium phosphate battery banks—one in each hull. As it’s needed, power is transformed into DC and AC current of various voltages to run house loads and the two 25 kW electric motor pods.

When sailing, one or both motors can be set in regeneration mode to replenish the battery banks, along with power coming in via the solar panels incorporated into the Bimini top, according to an engineer aboard the day of our test sail. The system senses when the battery banks reach a certain level of discharge and automatically starts the generator.

It’s a complex system, but in practical terms, an owner needs only to monitor displays mounted at the nav desk and the helm station, then decide how much or how little power to draw from batteries or the diesel generator underway. The goal when passagemaking is to use as little fossil fuel as possible and still arrive with a topped-up battery bank that will take care of house loads which include LED lighting, efficient air conditioning and refrigeration systems, and cooking appliances such as a microwave/convection oven and electric cockpit grill. The boat we sailed in Annapolis had no propane gas aboard.

While the Leopard in Annapolis had a price tag of $1.2 million (compared with a sticker price of just under $1 million for a boat with standard diesel engines), most buyers of the 46 will want options that include a generator and a bank of lithium batteries large enough to cover overnight house loads, says Franck Bauguil, senior vice president of yacht ownership and product development at Travelopia, owner of the Leopard brand. 

When you factor in that additional equipment, plus diesel-engine upgrades, the difference in price might not be all that significant.

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

The post Leopard 46 Review: Innovative Cruising Cat with Hybrid Power appeared first on Cruising World.

Nearly two decades ago, Seawind Catamarans walked off with top honors in Cruising World’s 2007 Boat of the Year contest multihulls category. Judges praised the couple-friendly liveaboard layout, sailing performance and bluewater-voyaging safety features of the Seawind 1160, a catamaran they also recognized as being that year’s most ­innovative entry.

Many of those same noteworthy features—refined now over the launch of several subsequent models—are be found aboard the Seawind 1370, which this year’s panel of judges named 2025 Best Midsize Multihull.

Like its predecessor, the 45-foot 1370 is well-suited to be a couple’s liveaboard go-­anywhere cruising boat, with a versatile Solent sail plan that has a full-batten square-top main, a self-tacking jib and a screecher. The two headsails are on furlers, so changing gears to match conditions is manageable for a shorthanded crew.

For sea trials after the Annapolis Boat Show, Seawind’s sales and marketing manager, Mike Rees, brought along a colorful asymmetric chute as well. That, of course, was set as soon as we were aboard. With the mainsail still stowed in its boom pouch, we were off to the races. The 1370 skipped along at close to 9 knots on a broad reach, giving a good hint of what a run in the trades might feel like. Later—with the main raised, the screecher unfurled, and the breeze down to the midteens—our speed while reaching was in the 7-plus-knot range. Beating upwind with the self-tacker, we still managed 6 or so knots at just under 40 degrees off the wind. That ain’t bad for a cruising cat with fixed keels. For the performance, you can thank the collaboration between the Seawind team and Yacht Design Collective, which did computer modeling for hull design and performance. 

I really like the helm setup that all Seawinds have. The twin wheels are to either side of the cockpit on the bridge deck, adjacent to the hulls. Just forward of each wheel, removable windows let the helmsman see through the salon, providing good visibility in all directions. Comfortable seats are shaded and protected from the elements by the Bimini top and cabin house, or the skipper can choose to sit outboard in the breeze, atop the hulls, where visibility is equally as good and where you get a real sense of what monohull sailors like to call “sailing.” The 1370 we tested had engine controls at either wheel—a nice touch for docking.

The cockpit itself is quite spacious, with a bench seat running across the transom (there’s stowage for gear and toys underneath), a sink at the starboard end, and a propane “barbie” grill to port. Seawinds, after all, were first built in Australia, though Aussie owner Richard Ward has since moved the factory to Vietnam and opened a facility in Turkey. 

Overhead, a composite arch supports the after end of the Bimini top and anchors a track for the mainsheet traveler, which can be adjusted with a side-wind winch mounted on the side column.

In good weather, a clever trifold door between the salon and cockpit can be raised and stowed under the Bimini top, truly opening up things to the great outdoors. The 1370 is a galley-up design, with a U-shaped Corian counter (molded GRP counters are standard) just inside the doors. A sink faces aft, and to starboard are an induction cooktop and electric oven. Cooking underway would be a joy.

Forward in the salon, two ports open wide to let breeze pour through the interior. To starboard, a nav desk/command center offers a well-protected watchkeeping station for cool nights or when the elements are unruly. To port, an L-shaped couch surrounds a table that swivels to allow for various seating arrangements, or that can be lowered to create a lounging area for movie night or a berth where an off-watch crewmember can nap but still be nearby if needed.

The owner’s hull is to port, with a best-in-class head and shower compartment aft. A queen-size raised athwartships berth is amidships, where ­motion underway will be ­minimized. A walk-in closet is in the forepeak behind a ­watertight bulkhead and sail locker.

The starboard hull offers an assortment of crew and stowage possibilities, with a double berth aft, and a head and shower compartment amidships. Forward of that, a fore-and-aft bunk is inboard; space in the forepeak can be used for an additional berth (bringing sleeping accommodations to nine) or as stowage. 

Base price for a 1370 is $820,000. The boat we visited in Annapolis had a $1.15 million price tag, which included options such as twin 57 hp Yanmar diesels with saildrives (40 hp motors are standard). The boat runs on a 24-volt electrical system; four gel-cell batteries are standard, and lithium is an option. They are kept charged by engine alternators and 2.5 kilowatts’ worth of solar panels.

Seawind uses PVC foam coring in its infused hulls, decks and other composite parts, and vinylester resin throughout. Carbon fiber is added in a number of areas to help keep weight down and add strength where needed. Interior woodwork on the 1370 is light-colored ash and bird’s-eye maple. It all looks ­really good. 

Looking around the 1370, I remembered having toured the earlier Seawind 1160 when that year’s Boat of the Year ­judges took note of details such as 30-inch-tall triple lifelines, solid handholds wherever they were needed, and a layout that was practical, comfortable, and safe. This time around, I saw a lot of those elements and more—only better. 

CW Editor-at-Large Mark Pillsbury was a 2025 Boat of the Year judge.

Take the Next Step

Price: $1.15 million (as tested)
Website: seawindcats.com

The post Seawind 1370 Review: A Bluewater Catamaran Built for Cruising Couples appeared first on Cruising World.

After visiting and sailing Nautitech’s new flagship catamaran, the 48 Open, this past fall as part of Cruising World’s Boat of the Year trials in Annapolis, Maryland, it occurred to me that people could take the word “open” to mean any number of things.

First and foremost, it could refer to the sporty twin helms—located aft on either transom—in the great outdoors, under the open sky, out there where you can feel the wind in your face and hear the rush of water flowing past the hulls as wakes are left quickly astern in any sort of breeze.

Then there’s the open feel to the boat, especially in the flow from the salon to the cockpit. Interior designer Christophe Chedal-Anglay—working alongside the naval architects at Marc Lombard Yacht Design Group and the Nautitech team—created a space with furniture and fittings that’s kept minimal enough not to feel cluttered, but with accommodations that are ­refined-looking and more than adequate to keep a crew of even eight on charter well-fed and pampered. Overhead hatches and cabin windows let in lots of light, and a sliding door and adjacent window opening to the Bimini-top-shaded cockpit eliminate the distinction ­between indoors and out.

Topsides, wide and open side decks, along with ample handholds molded into the cabin top, make moving about while underway seem secure. Below, what the builder calls the ­optional “smart room,” located in the forward starboard ­cabin, gives an owner open-ended choices for how the space will be used. It can have a berth for two, or inboard bunks that fold out of the way; or it can be fit out as a utility room with a washer, dryer and lots of stowage. 

Last, the 48 gives an owner open-ended options for how and where the boat will be used. It can easily be handled by a couple, it has space enough for a family, and there’s a four-stateroom design, making it charter-friendly as well.

The 48’s hull and deck are foam-cored and vacuum-­infused; interior bulkheads, also cored, are reinforced with carbon fiber for added strength. The hulls—narrow at the waterline for sailing performance—flare out above chines running their length. This adds to interior volume below, as well as to buoyancy underway.

There are five layout options. The boat we sailed had the owner’s stateroom in the port hull and a guest stateroom aft to port, with the smart room and bunks forward.

A salon occupies the bridge deck, with a nav station ­forward to port, fridges and freezers to starboard, and a stand-up bar/counter/bookshelf—you name it—in between. Not sure what to do with it? Try standing there chatting with a mate. It’s a good spot to lounge, both dockside and underway.

The U-shaped galley has an aft-facing sink and a counter where dishes can be placed when they’re handed in from the cockpit dining table just aft; opposite, aft to port is the dining table with L-shaped seating outboard. Interior woodwork can be finished in light walnut (standard) and oak. 

Twin 75 hp Volvo diesels powered the 48 we sailed (60 hp is standard). Those, plus add-ons such as electronics and an 11 kW Onan generator, raised the cost of the boat by about $300,000 on top of the $1.1 ­million base price.

Noise levels while ­motoring were relatively low, even with the throttles set for a get-home-­quick speed of 8.5 knots. Cruising speed (1,800 rpm) was just over 7 knots.

But really, why motor? The Nautitech is a whole lot more fun to sail. 

Electric Harken winches just inboard of either wheel make raising the square-top main and trimming sheets a push-button effort. Another set, located at either end of the transom, controls the traveler that runs between them and the mainsheet. Reef lines and such that exit the mast are led into covered channels in the Bimini top and over blocks to clutches in the cockpit, eliminating line clutter except around the helms, where there’s plenty of room to sort things out.

The cat comes standard with a self-tacking jib, which is what we found on the boat we sailed; a 135 genoa is an option. Our test boat was also rigged with a beefy code sail set on a sprit using a continuous-­line furler. With that kite rolled out, we were definitely hauling the mail on a blustery day on Chesapeake Bay. We saw consistent speeds ranging from the low 9s well past 10 knots in about 15 knots of wind. The payday came in a 20-knot puff, when the ­speedo hit 15 and stuck there for a while. Fun ride.

With the screecher rolled back up and the self-tacker unfurled, we still saw lots of 7s and 8s on the GPS as we beat upwind. And the boat was ­really easy to sail. Standing at the helm, I did notice a bit of a blind spot caused by the corner of the cabin and glare off the windows as we weaved our way through crab pots. But moving around a bit solved the problem. 

Besides, crab pots probably won’t be an issue in a place where a boat like this will likely be going. Think trade winds, white sandy beaches and tropical punches. If the 48 Open were my boat, that’s where I’d be bound. 

Take the Next Step

Price: Approximately $1.4 ­million (as tested)
Website: nautitechcatamarans.com

The post Nautitech 48 Open Review: A Performance Cruiser with Room to Roam appeared first on Cruising World.

Those old Dos Equis beer commercials featuring the fictional “most interesting man in the world” were catchy and hilarious. The suave, bearded protagonist reflected a serene wisdom born from quiet intelligence and outsize deeds.

In 2017, our Boat of the Year team had our first exposure to Xquisite Yachts, and the seasoned voyager and visionary who’d launched the brand with the X5, which was named that year’s Most Innovative Sailboat. Back then, I was joshing a bit when I referenced those beer ads, talking about Xquisite’s brash founder. But after 2022, when the reworked 53-foot X5 Plus was named Best Cruising Catamaran Over 50 Feet, and again after inspecting the Xquisite Sixty Solar Sail for our 2025 Boat of the Year contest, I’m not kidding anymore. Tamas Hamor might just be the most interesting man in the marine industry. 

“I like to solve problems,” he told us, which seemed to sum him up well.

Because of logistical challenges ahead of this year’s ­contest, the Sixty was late arriving to the Annapolis Sailboat Show in Maryland. The boat was still being prepped when we inspected and sailed it, so we didn’t get to put all its tech to a thorough test, something judge Tim Murphy alluded to in his notes: “The Sixty Solar Sail comes from an impressive company that we BOTY judges have watched grow from almost nothing in the past eight years. We’ve been particularly impressed by the service regime that creator Tamas Hamor has established among Xquisite owners; it’s adapted for true worldwide travel and maintenance. In the Sixty, Hamor his taken his explosive creativity to new levels in detail after detail. In this Hull No. 1, we found that his ideas sometimes seemed one step ahead of the available technology. But keep an eye on this boat and this builder—new and impressive things are happening here that we’re sure will trickle through the fleets of boats from other builders.”

All that said, stepping aboard the Bill Dixon-designed Sixty Solar with wide eyes was like entering some sort of otherworldly, waterborne version of The Matrix. In Annapolis this past October, there was simply nothing else remotely like it. 

It starts with the aesthetics. When we had our first gander at that original X5, I got a chuckle when a judging panelist said that the boat’s profile reminded him of a Nike basketball sneaker—all white and rounded, with massive freeboard, and black windows and accents that looked like a shoe’s markings. (He wasn’t wrong.) Perhaps it’s the extra waterline length, but the Sixty has shed any semblance of awkwardness. It has the sleek, streamlined, contemporary appearance of a nautical Starship Enterprise. 

The reverse bows and integral sprit give the forward entry a powerful, purposeful mien. A long, slashing window in the topside pairs nicely with an ­arrow-shaped window in the low-slung, streamlined coachroof, which is further accented by the black, hydraulic, carbon-­fiber “Park Avenue” boom and spar above it. The generous raised steering station, to starboard, has its own windshield and is adjacent to a sweet upper-­deck lounge, both accessed via a spiral staircase from the cockpit (it opens into the main salon, creating a seamless indoor/­outdoor floor plan with the doors opened).

The roomy cockpit is covered and protected by a hard Bimini top. Just abaft that, a sloping, beam-width arch from port to starboard hovers over the entire shooting match, and serves as the station for one of the boat’s four separate banks of solar arrays (there are almost 40 individual panels altogether). Aft, an optional hydraulic boarding platform doubles as a sort of back porch, and is flanked in the hulls by two sets of stairs leading from the waterline to the cockpit. Stainless-steel handrails running the length of the boat are a nice visual touch and offer extra security. To say there’s a lot going on is an understatement. 

The 7 kW package of solar panels, 60kWh lithium battery bank and 48-volt electrical system are designed to cover all house loads at anchor, including air conditioning, which negates the need for an onboard diesel generator. For ­propulsion, the Sixty has an optional hybrid setup with a pair of 110 hp Yanmar diesel engines with sail drives, and a set of 15 kW electric motors/generators that can run in regeneration mode under sail or propel the boat under power for extended stints before the ­diesels kick in to drive the boat and the high-output alternators.

The vacuum-infused foam-core laminate incorporates ­vinylester resin throughout and is laid up by hand above the waterline. Tankage is stashed under raised soles in the hulls, which have the added benefit of widening the volume in the staterooms. The grand owner’s hull, to port, has a king-size berth; a lounging area with a couch and desk; loads of stowage; and an en suite head and shower forward. A pair of guest staterooms with athwartships berths and attached heads are to starboard.

The main salon has a dining table that converts to a coffee table or a berth. There’s a 50-inch smart TV, and a galley with a full-size fridge, a convection stovetop and an oven. There’s also a cooking station in the cockpit, as well as a locker for stowing paddleboards. Under the cockpit stairs is a compartment for scuba tanks and a compressor. 

Throughout the boat, ­electric hatches can open for ­natural ventilation. And with the Sixty’s digital-switching system, owners can monitor batteries, charging rates and tankage levels from a laptop computer. They can even transfer fuel, and can access digital manuals that cover all gear, maintenance and systems.

For all its complexity, though, the Sixty is still a sailboat, and Hamor is mindful of building one that can be operated by a couple; after all, that’s how he and his wife got started. On a boat as powerful as the Sixty, this thinking means an electric traveler and furlers for the square-topped North Sails main, genoa, self-tacking jib (which doubles as a storm sail) and code 65 headsail; a hydraulic vang; and several cameras that provide visuals of all maneuvers from the helm station.

We sailed the boat on a moderate Chesapeake Bay afternoon in breeze hovering around 8 to 12 knots with a small army of workers and technicians who were sorting out the boat (the Sixty might be set up ideally for a couple, but it will accommodate a crowd). We started off with the big code sail on a beam reach and effortlessly glided along at just over 10 knots. Switching down to the genoa, we sheeted in everything and still clocked a respectable 7-plus knots. On the Sixty, it was clear that making rapid miles will never be an issue. 

Like the chap in that suds ad who didn’t always drink beer, the owners of Xquisite Yachts might not always be cruising to far-flung destinations across long stretches of blue water. But when they do, they will set sail in one of the most innovative, interesting catamarans ­traversing any ocean.

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

Take the Next Step

PRICE: $3.6 million (as tested)
Website:  xquisiteyachts.com 

From Adversity to Innovation: How a Lost Rig Sparked a Global Boatbuilding Brand

Appropriately enough, Tamas Hamor’s personal journey of running a boatbuilding enterprise began aboard a cruising boat. Hamor and his wife, Sara, were crossing the Pacific aboard their Leopard cat when they were dismasted off French Polynesia. They stepped a new spar and continued on to Australia, where they put the boat up for sale. With their cruising dreams unfulfilled, however, they purchased a new boat from a South African builder, Dean Catamarans, that unfortunately went out of business before its completion. The resilient Hamors got the boat finished, and the team that helped them became the manufacturing and financial foundation for Xquisite. Today, Xquisite’s boats continue to be built in South Africa, which has become one the world’s major exporters of cruising catamarans.

South Africa remains the firm’s manufacturing center (coupled with a brokerage business in Fort Lauderdale, Florida), but for all intents and purposes, Xquisite is now based in the Bahamian city of Freeport, where it runs a full-service marina and resort that charters, commissions, and refits new and used cats with a staff of instructors and technicians. New and prospective owners can test-sail or charter an Xquisite, and there’s a sailing school to bring sailors up to speed on the intricacies of catamaran sailing. To that end, Xquisite commissioned and built a cool 30-foot beach cat—the trailerable, beachable Xquisite 30 Sportcat—for training and instruction.

The post Xquisite Sixty Solar Sail: X Marks the Future appeared first on Cruising World.

Way back when, several decades ago, I scored my first ride aboard a cruising ­trimaran: a sweet, cold-molded beauty called Juniper. Today, naval architect Chris White is well-known for his long line of Atlantic catamarans, all of which are laid out with his ­signature feature: a forward cockpit for the helm and sail controls (something that several notable designers and brands, including Gunboat, have copied). White has always been a multihull man, and it’s interesting that for his own first boat, he chose a tri, on which he completed several offshore voyages from New England to the Bahamas.

Personally, I loved Juniper, an elegant creation that sailed like a witch. And it had a ­beautiful, handcrafted wood ­interior. But to me, the yacht’s basic ­configuration also seemed like a major drawback, something that would prohibit trimarans from becoming mainstream cruisers. 

The accommodations were confined to its central hull, with a relatively narrow beam that limited options. As time went by—and the multihull world became dominated by cats—I felt quite smug about my ­early observation: If you want a true, cruising multihull, you’ve got to go with a cat. Trimarans weren’t on the radar. 

In recent times, thanks to my role as a judge for Cruising World’s annual Boat of the Year contest, I’ve been persuaded to rework my original stance. In 2024, our panel was collectively blown away by a Danish import, the Dragonfly 40, which easily won the prize for Best Performance Trimaran. As sweet as that Dragonfly was, with accommodations that were well-executed, they remained confined in the same way as those on Juniper. 

For 2025, though, we stepped aboard a trimaran that was a much different beast. The Neel 52 greatly expanded the interior options and layout by spreading them out over much of the boat’s nearly 30-foot beam. It was a groundbreaking boat, and we recognized it as such, awarding it top honors in the Best Full-Size Multihulls Over 50 Feet category versus a pair of big, stellar catamarans (the Windelo 54 Yachting and the Xquisite 60 Solar Sail). At least for 2025, in our humble opinions, three hulls were ­better than two.

For the 52’s lines, the company commissioned the Lombard Design Office, which is still knocking out good boats ­following the death of its founding naval architect, Marc Lombard. Here’s their summation of the design brief: “To create multipurpose arrangements with up to six ­double cabins with direct access from the central main cabin. Aesthetic lines with moderate freeboard. A strong and stiff platform. Less hull drag, more dynamic trim at high speeds. Improved hull shapes for better efficiency and safety in waves, an important requirement for an ocean-crossing trimaran.”

Generally speaking, I’ve ­always considered the lines of a trimaran—that relatively prominent middle hull sandwiched by a pair of graceful amas, like a set of wings—to be more aesthetically pleasing than those of many cruising cats, which can sometimes appear boxy. And to my eye, the 52 is a good-looking vessel with a host of features. The raised helm station to starboard, minimalist coachroof with expansive windows, upper-deck lounge with settees and a sunbed, dedicated sprit forward for off-wind sails and ground tackle, and pair of swim platforms aft all blend together to make a pleasing whole. There are robust stainless-steel grab rails everywhere, and synthetic teak accentuates the wide side decks.

The boat’s signature ­feature, however, lies within the ­interior framework, in what the ­company had dubbed the “cockloon.” It’s an open floor plan that combines the beam-width cockpit (an outdoor ­galley is an option) with the central saloon. The bridge deck also houses the owner’s stateroom, a professional-grade ­galley, and a nicely rendered ­navigation station fitted out with a suite of B&G instrumentation. The delightful views from the ­panoramic array of windows is all-encompassing.

Down below, there are ­several layouts with ­multiple ­double cabins, including a V-berth forward in the bow (on our test boat, one of those bedrooms was swapped for a generous technical room with a workbench, workspace and tool stowage).

Fellow Boat of the Year judge Mark Pillsbury was quite ­enamored of the cockloon arrangement: “Owners don’t just get their own stateroom aboard the Neel 52 trimaran. They get a two-story suite with a head, shower and private ­office ­located aft in the starboard ama. There’s a stunning view from the walk-around double berth, with picture windows affixed with venetian blinds, which is located on the bridge deck. The living space on this boat is tremendous.”

Indeed, this is a voluminous yacht, and the relatively deep draft (for a multihull) of almost 6 feet in its fixed keel provides lots of space for the creative Neel team. The US importer for the boat is Miami-based broker Alex Sastre, who played a major role in developing the quite incredible engine room nestled deep in the boat’s innards. It houses a 48-volt system that’s charged with an integral set of twin alternators and a solar array (our test boat was also equipped with a hefty Cummins Onan genset and a lithium-ion battery bank, both of which are optional). All of it is clearly labeled and totally ­accessible, as are all the ­hoses and plumbing manifolds. There is also quick and ready access to the steering quadrant. 

All of this also caught Pillsbury’s attention: “I could have spent the better part of a day going through the Neel’s engine room. There was even a bank of chargers for all your onboard power-tool batteries.” 

Construction is solid and employs vinylester resin with an infused foam core. The handsome furniture and joiner work in the interior is solid oak. The standard double-spreader rig is aluminum, but a carbon mast, including the one on our test ride, is optional. Auxiliary power is provided by a 150 hp Volvo Penta diesel with a saildrive configuration, and docking is assisted with a Max Power bow thruster.

At the end of the day, though, every sailboat will ultimately be judged by the simplest of criteria: how well it performs under sail. In our sea trials this past fall on Chesapeake Bay in a 14- to 16-knot ­northwesterly breeze, the 52 just smoked it. It’s hard to describe the sensation of steering the boat from the raised helm station. It’s something akin to taking a tennis court for a spin. It’s otherworldly. 

The powerful, square-topped full-battened mainsail provided plenty of punch (a company rep said that it does not require reefing in less than 25 knots of breeze). The test boat had a full set of excellent Incidence sails from the popular French sail loft, including a jib, genoa, code zero and gennaker, all of which are controlled with a full suite of Harken winches and hardware. 

The Neel reps said that the 52 will easily average better than 200 nautical miles on passage, and clearly they were not ­exaggerating. Jibing downwind with the big asymmetric kite, the boat easily topped 9 knots. Closehauled under genoa, the boat averaged 8.5 knots to windward with a maximum speed of 9.2 knots. Steering from that elevated wheel was a delight, with best-in-show 360-degree visibility at all times, something that can’t be said on most catamarans. Our judging group was unanimous: It was easily one of the contest’s best sea trials. 

Back in the day, after sailing Juniper, it was difficult for me to envision a path forward for cruising tris to gain wide acceptance. And, truth be told, it’s still a steep, uphill road. But the Neel 52 makes the case that trimarans are not only viable, but they offer real advantages as well. If you want to start a revolution, that’s a good place to begin. 

Take the Next Step

PRICE: $1.65 million (as tested)
CONTACT: pyachtsales.com

A Legacy Realized 

There’s no question that the Neel brand of trimarans would not exist if not for the vision and drive of the company’s namesake and founder, Eric Bruneel. A talented shorthanded offshore racing sailor, his career took a winding path. For many years, he was the director of Fountaine-Pajot catamarans, one of France’s oldest and most popular builders. As a racer, however, for his own boats, he preferred the speed and stability of a trimaran, and he eventually launched his own firm with the goal of introducing cruising tris to the masses. He has since moved on, but his original concept appears to be in safe hands.

Full Speed Ahead

The Neel 52, the builder’s new flagship, replaces a 51-footer in the lineup, which also currently offers a 43- and a 47-footer (a 37 and a 44 have been discontinued). Among the 10 hulls of the 52 delivered thus far, all have had slightly different layouts, a testament to the company’s willingness to adapt to owners’ requirements. Neel produces about a dozen boats a year, with the goal of ramping up to 24 yachts annually.

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

The post Neel 52 Trimaran Review: A Game-Changer for Performance Cruisers appeared first on Cruising World.

There is something quite majestic about standing atop the Knysna Heads, the prominent headlands fronting the town of Knysna along South Africa’s rugged southern shoreline. To ­seaward, the ­deep-blue waters of the wild Indian Ocean beckon. Inshore, the lagoon in the protected harbor is placid. It seems fitting that this port is where the Vision line of cruising catamarans is built and launched. The Vision 444 ES will be right at home in either venue—as a liveaboard cat in calm waters or knocking off steady miles in the open ocean.

In the past two editions of Cruising World’s annual Boat of the Year contest, we’ve had ­up-close opportunities to inspect a pair of Visions. For 2024, the Vision 444 earned top honors as the Best Cruising Catamaran Under 50 Feet. This past fall, for the 2025 competition, we inspected the company’s ­redesigned 44-foot sistership, the 444 ES. 

Those letters stand for “extended scoop,” an important addition for a couple of reasons. First, the scoops lengthen the waterline with a stretched transom for boarding, diving, fishing and swimming. Equally important, according to company co-owner James Turner, the longer waterline and reconfigured hull forms have improved the boat’s underway performance under sail and when motoring. 

Turner is a lifelong ­waterman. He grew up on all manner of boats before getting into the marine business—first in the charter trade and as a delivery skipper before transitioning to building high-performance sailboats and powerboats. With Vision, his latest venture, he’s aiming to create high-end, user-friendly bluewater cats expressly for cruising couples. His passion is evident, and he has clearly given plenty of thought to every element of his vessels, from the build and ergonomics to systems and rigging. The finished products are marvels of engineering in every facet, right down to the rudders, which are calibrated to ensure smooth tacks and jibes. Vision is currently producing about 10 boats annually.

The 444 ES is a good-looking craft with an almost futuristic mien. The waterline is maxed out, with slightly raked bows forward and those aforementioned extended transoms aft. The main cabin/coachroof is positioned well forward, with wraparound turret-style ­windows that are accented by a quartet of hull windows to port and starboard.

A hard Bimini top extends over the cockpit, offering plenty of protection from the elements, and serves as an ideal base for the suite of 75-watt solar panels mounted atop it. A side-access door in the hull for easy boarding is a fabulous feature. The raised helm station is to starboard, beneath its own dedicated hardtop, with all sailhandling controls and running rigging close at hand. Visibility from this perch is outstanding. The winches and clutches are from Harken, Garmin supplies the instrumentation, and the full set of excellent North Sails come from the Cape Town loft. 

The build is strong but light, with a resin-infused laminate that includes E-glass and a foam sandwich. The only carbon employed is in the steering wheel, davits and bowsprit. The 24-volt DC house ­system—with a standard bank of lithium-­ion batteries—is simple and straightforward. The twin Nanni diesels with saildrives are easily accessed through a pair of lifting lids. The diesels have their own dedicated toolkits and seats for service and maintenance. The fixed mini keels draw less than 4 feet. 

In the main cockpit, the galley is forward, handy to the U-shaped settee and dining table. To starboard, there’s an excellent forward-facing navigation station. The owner’s suite spans the length of the starboard hull, with a double berth aft and a terrific workspace/shop forward. It has its own vice, workbench and tools. 

The clear highlight of our Boat of the Year inspection, however, was the sea trial, conducted in 14 to 16 knots of northerly breeze on a fine fall afternoon on the Chesapeake Bay. Once the square-topped mainsail was hoisted via an electric winch, we commenced matters with the generous asymmetric kite, knocking off just under 10 knots on a romping beam reach. The helm required just a touch of the ­fingertips, and it was quite an appealing sensation to have that much power with such precise control. After ­dropping the kite, we unrolled the self-​tacking jib. Closehauled, the boat notched speeds in the mid-7s, but as the breeze gusted into the 20- to 25-knot range, we recorded better than 9 knots upwind. It was a great sail.

That test run added some ­focus and context to the Vision’s dual-purpose nature. Yes, it’s an excellent liveaboard home in a protected ­anchorage. But where it really comes to life—and where it will shine the brightest—is under full sail in the open sea. 

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

Take the Next Step

PRICE: $1.2 million (as tested)

CONTACT: visionyachts.com

The post Built to Thrill: Vision 444 ES Seatrial Report 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

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