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2024 Boat of the Year Best Trimaran: Dragonfly 40 Ultimate

By Dave Reed
December 20, 2023

“Classy.” That was the first word that came to mind for Boat of the Year judge Mike Ingham when he stepped aboard the formidable 40-foot trimaran from Dragonfly, an unexpected and welcome late entry to the competition in Annapolis. “It almost feels as if the boat is intentionally understated but overdelivered because once you start looking closer at the details and craftsmanship, it just keeps getting more impressive.”

Builder and company owner Jens Quorning, whose family has been building trimarans in southern Denmark since 1967, says the Dragonfly 40 is the biggest boat they now build and a worthy holder of the flagship title. “Building a boat of this scale is complicated,” he says of the folding trimaran. “It takes three years to develop a new design, and this is for owners looking for a bigger boat, with better performance, capable of more long-distance sailing.”

The result is a powerful trimaran aimed at experienced owners who appreciate the sheer pleasure of racing and cruising on three hulls. This is not your average production multihull. It is a powerful and luxurious sailing machine capable of knocking off fast miles in comfort. Slip down below and you’re immediately immersed in a master class of woodwork and joinery. There are berths for four, including a giant master under the cockpit, plenty of standing headroom, and a comfortable salon and galley arrangement that’s monohull-cozy. “We do not offer a big house on the water,” Quorning tells the judges. “But if you really want a fine and elegant yacht with double-digit sailing, this is what we do.”

For our tests, Dragonfly presented its Ultimate edition, the midrange version. An upscaled Performance model is an all-carbon version with a taller mast. And in the lightest wind of the week, sub-10 knots, the trimaran teased the judges with its potential. Still, in the light stuff, the boat delivered a winning experience.

“It was a dream to sail upwind and downwind, almost effortlessly,” Ingham says. “With the gennaker up, at about 100 degrees true, we were going faster than the wind, and with winch pods on each side of the steering wheel, everything was as ergonomic as you could possibly imagine. The electric winches made it a cinch to furl and unfurl the headsails through the tacks and jibes, and the sails trimmed in perfectly every time.”

The feather-light feel of the helm, Ingham adds, was as smooth as a balanced dinghy. “With tiny movements on the wheel, the boat would immediately respond, but I could also walk away from the helm for a few minutes and the boat would stay right on track. Crazy—I think it steered itself better than I did.”

That’s the trait of a good trimaran, Greg Stewart says. The Dragonfly 40 has a lot of buoyancy in the bows, and while the center hull is substantial, the tall trussed rig and square top mainsail provide plenty of power. “The biggest thing that struck me is how easily accessible everything is,” Stewart says. “Clearly, every detail is painstakingly thought out, and I can’t believe how beautifully built the interior is. It’s top-notch, from the glasswork to the paintwork inside and out. Down below, we were all blown away by the finish.”

There’s no denying the boat is expensive at upward of $1 million, but the test boat had quality race sails, a full electric-winch package, and a long list of high-spec extras. At nearly 15,000 pounds light, it’s a substantial boat—not trailerable, but foldable with Dragonfly’s trademark technique that Corning describes as mimicking parallel rules. The floats are 2 feet longer than the center hull, with buoyancy pushed well forward into the reversed bows, and the center hull is narrow at the waterline before sweeping upward to a high and hard chine. This pronounced hull shape allows for the generous amount of headroom, and high bench seats that flank a long centerline table, which can, of course, drop down to create a double-size berth.

Allen noted that the center hull’s wide side decks provide a secure pathway to the bow, rather than across the trampolines. He was also impressed with the ease of sailing the boat and the comfort belowdecks. “When we were doing 9 knots, I went below and there was silence. It’s comfortable and beautiful. It would be a blast to do some long point-to-point racing on it, doublehanded or with like a crew of four, max.”

Stewart agreed, adding that beyond its noteworthy gunkholing attributes, the engine is well aft on the center hull, allowing it to be motored safely into shallow anchorages. The daggerboard is mechanically raised into the trunk, and the rudder kicks up. “I also think it would be great for a distance race or rally type of event,” Stewart says. “Its performance and versatility are what appeal to me, but the build quality is what really sets it apart.”

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6 Best Trailerable Trimarans For Bluewater and Coastal Sailing

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Having a boat costs a lot of money, even when you are not using it, marina fees, etc. And once it is in the water most sailors never go very far from their “home marina” and sailing will be somewhat restricted. However, what if you could fold your trimaran and put it on a trailer, store it at your house, and go to a new sailing spot the next time?

Here are 6 of the best trailerable trimaran:

The Dragonfly series
Corsair Series
Windrider 17

Choosing the best trailerable trimaran (a multi-hull with three “hulls”) will depend on crucial factors like speed, durability, design, and ease of transportation. This article is here to help you get started with your research and hopefully help you on the way towards your dream boat!

Table of Contents

Cruising Trimarans That Can Be Transported

Cruising boats are made for multiday sailing either on the coast of your favorite sailing area or full-out blue-water ocean crossings. Extended living should be a priority in these designs.

1. The Dragonfly 25 and 28 (Dragon Fly Series)

Dragonfly is in the business of making the “best foldable trimarans on the planet” many would agree with this statement. Dragonfly is known for its commitment to easy trailering and ease of use, shown in designs for the Dragonfly 25 and Dragonfly 28.

The “Swing Wing” system on the linchpins is one of the key features of the dragonfly series. The system’s application makes it possible for the trimaran to narrow its beam as much as 50%.

Attesting to its Scandinavian manufacturing, most parts of the trimaran are made in-house. This guarantees quality and ensures that all used parts are above standard.

You don’t need to look further than the Dragonfly 25. Its centerboard slightly offset to port. Extra space is created in the main hull’s interior with a trunk buried under a settee. Performance-wise, the low drag and narrow hull shape allow the boat to reach blistering speeds.

Dragonfly 28 In Numbers

Length: 8.75m
Beam folded: 2.54m
Max crew: 5-7 people
Max Speed: 22+knots

Dragonfly 25 In Numbers

Length: 7.65m
Beam folded: 2.30m
Max crew: 4-6 people
Max Speed: 21+knots

2. Farrier F-22

New Zealand enters the trimaran manufacturing race with this premium sea goer. The vessel comes in two different versions: a performance variation with more horsepower and a full cabin cruising version.

Compared to the dragon series the F-22 has the biggest allowance for space.

The F-22 is known for being one of the easiest trimarans to fold and load.

The sports version of the F-22 has some really good performance to offer. It has an aggressive spirit: you can mount a sail while leaving plenty of space for the boat’s fine entry and flared forward sections. The build quality is also topnotch—a lasting memorial to a principle that Ian Farrier always worked by: excellence.

Farrier F-22 In Numbers

Length: 7.0m
Beam folded: 2.5m
Max crew: 3-5 people
Max Speed: 20+knots

3. Corsair Series

This boat series has an exciting history. Farrier created it to promote his trailerable tri concept. However, the series is now independent with a top-class vehicle to its name.

The Corsair 760 is listed as providing some of the best performance and safety benefits to sailors.

Building off the spirit of excellence of the founder, the Corsair 760 has created a boat with comfort and racing potential. The boat can be tricky to handle at first, but it will be a breeze once you get the hang of it.

It is also worth noting that the corsair 37 is the largest trailerable trimaran on the market today.

Daysail Trimarans That Can Be Transported

Boats that are made for dayssailing are usually smaller, cheaper and more easily handled. They are perfect for those looking to enjoy a full day on the water in calm weather, but are usually less suitable for multiday events or rough sea sailing.

4. The Astus Models (20ft, 22.5ft, and 24ft)

If you’re looking for something small but still capable of doing day sailing, this 22.5-foot trimaran is for you. Built for speed and maneuverability, the Astus 22.5 has optional foils to optimize speed.

The modern design, coupled with the spacious interior, can fit up to four beds. Accordingly, this trimaran is suited for family outings.

The Astus brand specializes in transportable trimarans, worth noting is that some models need a specific trailer whilst the smaller boats use a standard trailer.

5. Weta 14.5

The 2019 Weta trimaran is a 14.5-foot (4.4-meter) trimaran featuring a carbon frame, centerboard, rudder foil, and rudder shock. The hull is made from fiberglass and foam. The Weta is built for strength and speed based on these lightweight materials.

The 2019 Weta trimaran is easy to sail and is worth considering whether you want to take a quiet sail, race with your friends, or take kids to a sailing lesson. It has a simple design and is easy to set up independently.

The small size makes it more suitable for daysailing in good weather rather than multiday cruising, although more experienced sailors will of course push the limits of this boat.

6. WindRider 17

The 17.4-foot (5.3-meter) WindRider 17 is one of the more versatile trimarans in the market. It packs high performance for a low cost. This trimaran has a light rotating mast to boost performance, and a full-battened mainsail optimizes visibility.

This sailboat is made from rotomolded polyethylene, which is more durable than fiberglass and demands less maintenance.

The WindRider 17 has a comfortable interior and can fit six adults. This is an ideal choice for social sailing for a couple or a family and friends. It’s easy to ride, and a shallow draft allows easy maneuverability.

What’s the Largest Trailerable Trimaran?

The largest trailerable trimaran is the Corsair 37 , this multihull is built for single-handed cruising while still maintaining the ability to comfortably seat 6 people.

The Corsair 37 provides comfort, speed, and safety. It also contains just enough space to accommodate amenities like a propane stove, a sink, and other equipment.

The vessel is designed to be a performance cruiser. It features an aluminum rotating wing mast, carbon fiber bowsprit, and premium deck hardware. The corsair can still cut through the water with ease despite its size, putting the wind in your sails.

What Is a Catamaran?

A catamaran is a boat with two hulls (a trimaran has three) connected by a bridge deck. Catamarans usually offer more space than both monohulls and trimarans of the same length. The catamaran is usually somewhat slower than a trimaran but faster than a monohull. They are usually made of fiberglass or carbon fiber.

Catamarans come in all shapes and sizes. You can find straightforward sailing catamarans, perfect for those who are only starting their sailing journey. Larger sailing catamarans have become extremely popular for long-distance sailing.

There are also power catamarans, they have huge diesel-powered engines (sometimes electric) and no sails. Also called “power cats”, these boats can reach 30+kts.

Can a Trimaran Be Trailerable?

As discussed above, some trimarans are possible to put on a trailer and move to another sailing area or to be stored at home. This is usually not possible with catamarans but is sometimes possible with the trimarans that are fitted with foldable amas (the two outer “floats” or “hulls”).

Some trimarans can be trailerable, this is mainly due to the ability to drastically decrease the vessels beam, sometimes as much as 50%. This allows the trailer plus trimaran to be below the legal requirements of the road.

Final Thoughts

It has proven difficult to beat the trimaran in terms of speed. Through the ages, this type of vessel has proven to be immensely enjoyable in all kinds of sailing activities. These can range from sea adventures to waterborne relaxation in your free time.

Trimarans come in various types, foldable, for cruising or racing, etc. However, there is a common factor: many of the small ones are trailerable. This makes them easier to move than most other types of boats.

Owner of CatamaranFreedom.com. A minimalist that has lived in a caravan in Sweden, 35ft Monohull in the Bahamas, and right now in his self-built Van. He just started the next adventure, to circumnavigate the world on a Catamaran!

Leen 72 review: Avant-garde trimaran delivers real cruising efficiency

The Leen 72 has the range to cross any ocean in the world non-stop

Wide side-decks, Portuguese bridge and big top deck overhangs give the impression of being on a mini cruise ship. Note the seats halfway along each side-deck that create headroom for the stairs beneath

Each of the three hulls are made from vacuum infused flat panels bonded together

The centre hull conceals a tender garage large enough for a Williams 435 Sportjet

50m² flybridge can be customised to suit

As with other large multihulls the galley is closer to a domestic kitchen than a ship’s galley in terms of space and appliances. Note the large American style fridge freezer to starboard

The main saloon is adjacent to the helm. Note the interior stairs up to the flybridge

The large diameter vertical wheel is a reminder of Leen’s sailboat origins

Width of the inside dining space is limited by the main deck owner’s suite to starboard

Main deck owner’s cabin has a transverse bed

Top stories

Why settle for one hull when you could have three? That’s the question French multihull specialist Neel Trimarans is asking liveaboard cruisers with its super-efficient ocean-crossing Leen 72...

Neel Trimarans has been championing the bluewater sailing trimaran niche virtually unchallenged for the past dozen years. However, recently it has started making waves in the world of motor boats, too, with an all-new range of power-trimarans under the Leen brand (Neel reversed).

Neel gets its name from Eric Bruneel, who from the early 1980s through to the late Noughties was the longstanding sales manager and latterly CEO of Fountaine Pajot, the world’s second largest builder of production catamarans (behind Lagoon ).

He succumbed to the trimaran spell following a successful campaign with a 50ft ocean racer, an experience that led him to build a 50ft cruising trimaran, initially for himself and then for others too. To date Neel has built around 120 trimarans from 43-65ft and this year will see it deliver another 40.

The first Leen 56 power-trimaran was launched last year and the boatbuilder is already working on a new smaller Leen 50, which should be ready to launch next spring.

In the meantime hull number one of its new flagship, the Leen 72, was handed over in June this year to her American owner, who is planning on cruising it home via the UK, Iceland, Greenland and Canada. We managed to jump on board during its final sea trials to see what makes it so special.

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Power or sail, Leen or Neel, the design credits are the same. Bernard Nivelt at Joubert-Nivelt oversees the naval architecture and exteriors, and Pierre Frutschi creates the interior spaces.

One of the first things to address is the 72’s unusual outward aesthetics, the unspoken elephant in the room. I’m not being unkind, merely descriptive, because to my eye it is vaguely elephantine – the bowsprit being the trunk and the ears those outer hulls.

I don’t see anyone disagreeing with me when I say this is not the prettiest boat afloat. That said, few genuine bluewater boats are, their priorities lie elsewhere, trading elegant aesthetics for long-range comfort and robust sea-keeping. And as we’ll discover the Leen 72 certainly delivers on those promises.

If it looks a little slab-sided, that’s because it is. Its hulls are built from vacuum-infused flat panels that are bonded together to create the size required.

It’s an unusual boatbuilding technique that lends itself to the production of long and relatively narrow hulls, although the principal benefit is minimal investment in otherwise expensive mould tooling.

Leen 72 design: Size matters

Our sea trial was departing from the pontoons at Port des Minimes, La Rochelle, very close to the company’s sheds in the Old Port. The Leen 72 was moored there amid hundreds of mass-market sailboats and motorboats of less than 50ft.

In that crowd, the Leen 72 loomed very large. The distance from the waterline to the cap-rail is getting on for 9ft. Then there’s the maximum beam of 29ft, roughly 60% wider than most monohull motoryachts of a similar LOA.

Three transoms complete with three short bathing platforms and three sets of steps, plus the two tunnels between, are the giveaway that this is something out of the ordinary. The design really comes alive once you’ve climbed aboard. To me it is all rather reminiscent of a cruise ship, albeit scaled down.

Those deep bulwarks, generous side decks with overhang protection, substantial buttresses, and the luxury of a Portuguese bridge in front of those three raked-forward wheelhouse windows, all give the impression that you’re aboard a much bigger vessel.

MBY277.test_Leen72.LEEN_72_sidedeck_seat

I like the quirky hemispherical seats halfway along the side decks, too. They are not especially comfy but they certainly qualify as posh in the original sense of the phrase, port-out starboard-home. They are there because the space within them provides the headroom for stairs into the outer hulls.

Note how much shorter those outer hulls are in relation to the main hull. Interestingly Bruneel tells us they have two principal functions, but only one of those has any influence on their length.

One is to provide stability, which is ultimately about adding buoyancy and resisting heeling forces, but that does not require them to be any particular length. The other function relates to usable volume, which means they only need to be long enough to be useful in terms of the space they provide.

The bow-platform is quite a statement. It juts out belligerently 4ft or so beyond the stem. In the marina I stepped over the substantial Lofrans horizontal windlass and walked out between double anchor chains, their staggered fairlead slots and the attached anchors – all very explorer – and confess I had to fight a fleeting impulse to do a ‘Kate Winslet’.

Peering over the front of the platform soon stopped me. It’s quite a drop. Suffice to say you would not want to try that at sea given that the stainless-steel guardrails stop a few feet short of the tip. At the other end of the main hull is a cavernous tender garage .

Leen 72 interior: A real space ship

The flybridge is vast, essentially a 50m2 blank canvas, with outside steps leading up to it from the aft cockpit as well as internal ones from the bridge. You can choose whatever you like when it comes to furniture and how much of it you want covered by the hardtop.

The owner of this first one opted for a short hardtop that covers just the forward quarter of the deck, including the upper helm. This is offset to starboard and features a large-diameter sailboat-style wheel and chunky walkaround fore-aft bolstered seats on both sides.

The majority of the space behind is dominated by a C-shaped dinette to port and a row of sunbeds aft. Then to starboard there’s a very long island galley module – too big to be called a wet bar.

The main-deck accommodation feels more like a modern apartment than a yacht, probably because there is little obvious symmetry to the interior layout.

Walk in through the aft deck doors, which slide all the way open to create one big inside-outside space, and you are greeted to port by an L-shaped dinette and a galley-kitchen amidships.

Opposite is a large American-style fridge-freezer and the door to the owner’s cabin , which occupies much of the starboard side of the main deck. This is split into two zones with a dressing area forward and a transverse bed aft, enjoying fabulous views out through the picture window opposite.

A short flight of stairs drops down from here to the ensuite bathroom. The bridge is open to the saloon but up a couple of steps and includes a very inviting C-shaped sofa to port, a marvellous hang-out when on passage, given the elevated views you’ll enjoy from this lofty position.

The main helm station is to starboard and includes another large diameter wheel, bolstered double bench seating, and a very convenient large sliding door to the starboard side deck. A desk behind the helm doubles as an owners’ study and ship’s office.

Amidships, a staircase descends forward to an ensuite VIP cabin in the forepeak. It is unusual for having two doors before the bedroom, between which is a heads compartment to port and a shower-room to starboard.

It was the owners’ choice to provide day-heads access without disturbing anyone in the cabin or vice versa but when you’re caught between those doors, it’s surprisingly easy to forget which way is forward and which aft.

MBY277.test_Leen72.LEEN_72_owners_Cabin_6_

This first Leen 72 has a three-cabin layout, which means there’s also another ensuite double in the port hull. This has its own stairs just aft of the galley.

The alternative four-cabin layout provides four ensuite doubles in each corner of the lower deck – one forward, one aft, and one in each outer hull – this frees up the main deck for a more conventional full-width saloon, although the tender has to live on the flybridge instead of in a stern garage.

Hybrid drive

This first Leen 72 has a hybrid installation. There is one single diesel engine – a 330hp Cummins QSL 9 – that’s hooked up to a straight shaft and prop and resides in its own palatial engineroom in the middle of the lower deck.

The main engine is flanked by twin stainless steel fuel tanks

Plus there are independent electric motors, shafts and props in both floats. Essentially the wing motors have three roles – easy manoeuvring in harbour, emissions-free capability (for a limited range) and as back-up propulsion in case of a fouled prop or engine issue.

There is one other way this model resembles a cruise ship and that’s its ability to cross oceans. Trimarans like this are extremely fuel efficient because their hulls generate minimal drag.

Using just the main engine, and running at around eight knots, there is sufficient range to cross the Atlantic non-stop and with the speed kept below seven knots there should be scope to cross the Pacific .

At those speeds it will only be burning around one litre of diesel per nautical mile and there’s capacity aboard for 5,000 litres. Even at a 10-knot fast cruise you should be able to run this yacht for 2,500nm before having to fill up, as the burn rate would still only be two litres per mile. Being in a rush with the Leen 72 certainly doesn’t pay.

The hull efficiency plummets when speeds are nudged north of 10 knots. Indeed, Eric Bruneel is the first to say “don’t do it, because going above 10 knots makes no sense at all”.

It will use four times the fuel to push out to a maximum speed of just under 13 knots – yep, roughly four times the consumption for only 30% more speed. Even with the diesel engine running and coursing along at 10 knots, the Leen 72 is extraordinarily quiet.

I have been on less noisy motoryachts but those were built in Holland and well over twice the length and many times the price. Another important consideration is the ride. Trimarans drive through the water rather differently to catamarans.

Obviously catamarans are inherently more stable than monohulls, but under certain conditions they can deliver a more uncomfortable onboard experience – a less predictable motion often referred to as the ‘bobbing cork’ effect.

The trimaran’s centre of buoyancy helps provide something in between – maybe a best of both worlds – certainly something softer and more gentle than a catamaran while retaining that inherent multihull stability.

We didn’t get a chance to sample anything beyond calm seas during our sea-trial in the Pertuis d’Antioche, the strait between Ile de Ré and Ile d’Oléron, just the odd wake of a fishing vessel to unsettle us momentarily, but even then we could sense this vessel rides rather than reacts to waves.

Unfortunately, a burnt-out relay meant one of the electric motors was out of action for our sea trial, which prohibited us sampling quiet-mode and generator-only performance. When they are working, you just slip the main engine into neutral and switch to the electric throttle levers.

Those motors have a lot of torque and despite the high topsides should manoeuvre the boat with ease thanks to their wide spacing. There’s also a MaxPower bow thruster on the centre hull should it need even more of a sideways push. According to the yard’s own figures, a cruising speed of five knots is possible running on the wing motors alone.

Running in zero-emissions mode at that speed, which means relying on the lithium-ion battery bank alone, will give around 1.5 hours’ silent cruising, but with the 22kW generator running the fuel burn is around seven litres per hour or 1.4 litres per nm, which in theory equates to a range of over 3,500nm.

Depending on hardtop choices, solar panels can also help trickle-charge those batteries so there is the potential for more autonomy given there is plenty of sunshine. The solar panels should also be able to keep pace with hotel demands during the day if the air conditioning is switched off.

Price as reviewed:

£2,340,000.00 inc. VAT

Alas, we didn’t see the Leen 72 in pristine boat show condition. It wasn’t quite finished and the yard was rushing to get her ready for the owner’s imminent arrival. But what we could see clearly was this model’s potential, not only in terms of what it will be once completed but where it can take you. It won’t be for everyone, even those with €3 million to spend on a motoryacht, but for the more discerning owner with serious cruising ambition and an appreciation of space, efficiency and individualism, the Leen 72 is a welcome new addition to the market.

Starting price: £2,100,000 (ex VAT) LOA : 72ft 0in (21.95m) Beam : 29ft 0in (8.84m) Draught (full load) : 4ft 6in (1.37m) Fuel capacity: 5,000 litres Water capacity: 1,000 litres Displacement (light) : 32 tonnes Displacement (full load): 41.5 tonnes Test engine : Single 330hp Cummins QSL 9 Top speed on test : 12.7 knots Cruising speed: 10 knots Cruising range: 2,500nm Fuel consumption: 18lph Noise: 62 d(B)A Generator: 1x 22kW Cummins-Onan CE/RCD category: A Naval architecture/exterior: Bernard Nivelt Interior design: Pierre Frutschi

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Neel 47 Trimaran: Best Full-Size Multihull

By Herb McCormick
Updated: December 9, 2019

It’s hard to imagine three vessels, in a single class, as different in layout, purpose and execution than the trio of multihulls that comprised the year’s Best Full-Size Multihull class. Two of the three were catamarans, and the third a most unusual craft: a cruising trimaran. Sorting out these unique boats was a challenge.

The multimillion-dollar Eagle Class 53—built in Rhode Island to exacting standards and a radical design brief (with potential foiling capability and a solid wing mast that also incorporates a “soft” mainsail on its trailing edge)—was not, in any manner, a contemporary cruising boat. Yes, there is a pair of cabins with doubles aft, and the central living space includes a workable galley and one other notable feature. “It’s the only boat we sailed that even had a full bar on deck with slide-out seats sitting on carbon fiber: custom-made carbon-fiber pods,” panelist Ed Sherman said. “I mean, it’s just an amazing piece of workmanship. I don’t know what else to say. It’s a cool boat.” And while it would be a reach to call the Eagle 53 a cruiser, it was certainly remarkable and couldn’t be ignored, which is why the judges were unanimous in separating it for special recognition.

What it thus came down to was which of the two remaining boats—the Bali 5.4 cat and the Neel 47 tri—best addressed or met its stated design briefs. The 55-plus-foot Bali certainly has offshore bona fides—the boats are delivered across the Atlantic from the boatyard in France where they’re crafted—but the yacht is most definitely laid out for steady work (and parties) in the charter trade. The final deliberations were lively.

The first thing that struck judge Dan Spurr was the unusual sailing experience, with the steering station situated on a flybridge well above the waterline. “It felt like a floating island and kind of sailed like one, I thought,” he said. “Being so high above the water, even though we were doing well in light air and making 5 or 6 knots, it was almost hard to tell whether we were moving.”

His fellow judge Ralph Naranjo concurred. “The main boom on the Bali is probably 15 or 16 feet high,” he said. “You’re giving away a lot of the foot of the sail, and you’re sticking the masthead up a lot farther in the sky to get the same kind of drive. At anchor in warm climates in areas where you sail flat and don’t have too much of a seaway, boats like this certainly fit the bill. And the Bali was an extreme version of that. The idea of doing an ocean passage up there aloft seems like a tiring situation.”

“Under sail, the motion of the Neel through the water was very comfortable.”

“I was actually pleasantly surprised that the boat sailed better than I thought it would, and by a significant margin,” Sherman said. “And let’s not forget the chartering equation that’s a big part of this boat’s aura. The way it’s equipped and laid out down below, it’s built for calm seas and a bunch of friends to have one hell of a good time.”

In some ways, that describes the reasoning behind what happened next. Viewing it as the better layout and configuration for serious cruising, the judges conferred the title of Best Full-Size Multihull on the Neel 47 . For the BOTY 2020 awards, three hulls proved better than two.

“The Neel 47 is a very interesting boat—the only trimaran in our collection, which has quite a bit of significance just from a design perspective because it enables them to get all of their heavy gear and machinery in that center hull,” Sherman said. “In terms of balance, it’s a great way to go. Under sail, the motion of the boat through the water was very comfortable. It’s a unique concept with the interior layout in that the owner’s stateroom is at deck level with these giant picture windows overlooking the horizon, and the guest cabins are aft and in the amas. So even though we have a 47-footer here, it’s really a couple’s boat, though there is room for occasional guests.”

“The trend of late in cruising multihulls has certainly been toward cats, so I appreciated their efforts to make a cruising trimaran,” Spurr said. “There’s a real trade-off—the fundamental one being I believe you’re going to get better performance with a trimaran, but you’re going to sacrifice accommodations. So I feel that for most of the buying public, they’re going to have to be leaning toward the performance end of the spectrum. The main owner’s cabin on the saloon level is kind of fun and interesting, but it’s adjacent to the galley and entertaining areas. So, I agree with Ed that this is a boat aimed at an experienced couple.”

Those couples who go with a Neel will be going with a winner.

See All Winners:

2020 Boats of the Year

Other Winners:

Overall Boat of the Year
Best Performance Cruiser
Best Midsize Cruiser Under 45 feet
Best Full-size Cruiser
Best Full-size Cruiser Over 55 Feet
Best Midsize Cruising Catamaran
Best Full-size Multihull
Best Charter Boat
Most Innovative
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Corsair 880 Trimaran | 2022 Boat Review by Multihulls World

Corsair 880 – a brilliant toy for gliding across the water.

Corsair 880, a modern and ambitious trimaran that has a reputation to uphold: it is the new variation of the mythical Corsair F27, one of the most popular cruising trimarans in the world. Highly anticipated in 2020, the 880’s original launch schedule was hampered by Covid. However, connoisseurs quickly understood that this little steed would not disappoint…

The Corsair 880 trimaran sailing at 10 – 15 knots in Follonica, Italy. Photo by Multihulls World

The Corsair 880 is without doubt the multihull that we’ve had the hardest time testing. Back in the spring of 2020, an appointment was made on Lake Garda to discover the ﬁrst model delivered in Europe. Our plan seemed very attractive until Covid got involved. Discussions with the Seawind/Corsair team included options in Switzerland, Germany, and Italy again. And then nothing more. A long period of watching began in Australia and the United States thanks to our correspondents. The ﬁrst 880 delivered in France at the beginning of the summer of 2021 just escaped us… but ﬁnally, the ﬁrst Italian model – hull #16 in the series – welcomed us with open arms… – Emmanuel van Deth, Multihull World

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10 Best Sailboats for Circumnavigation

1. jeanneau sun odyssey 54ds.

Starting off our list with one of the strongest contenders, the Jeanneau Sun Odyssey 54DS certainly ticks the luxury box. What's impressive is just how visually striking and spacious the 54DS is. It has big, swooping curves that give this sailboat a really distinctive shape. When this line of boat made its debut in 2003, the superstructure was considered to be one of the very best in the world and it still ranks highly today. Not only this, but the interior is designed to be luxurious and you have a surprising amount of space available in the cabin.

There's more to this boat than the looks though. The build quality on the whole is absolutely fantastic and it's quite powerful too. Many previous owners have attributed the high standard build quality, powerful performance and the excellent superstructure to the predictable and reliable performance. This is ideal for circumnavigation as you want a boat that is going to perform predictably and not throw you any major surprises!

A few other notable features on the 54DS are deep-draft keel and a standard in-mast furling mainsail. It also comes with an optional full battened main. All of these features are considered to be standard equipment for long distance cruisers.

All the high-quality features come at an expensive price. The price is certainly above average for a sailboat like this and you could make do with something a little less advanced but it's important to remember that the price is balanced out by the quality of the interior and stunning shape. Certainly some food for thought.

2. Amel Super Maramu

A highly regarded design by the Frenchman Henri Amel, this sailboat was his idea of what a high-performance circumnavigating sailboat should look like. The main point of the design was to encourage as much performance out of the boat as possible in deeper waters. This means less luxury, and more functionality. Oh, and not to mention that is undeniably French, so bear that in mind.

The boat itself looks like a traditional circumnavigating sailor, but it's got a lot of modern features to offer. The ship itself is designed to be operated by a small crew of two people. Everything is about efficiency. For example, the ketch rig is designed to be simple yet highly effective. Even the sails are electrically controlled! This means that the boat is really easy to use and manageable. It's recommended that for sailors who have a couple of years' experience because a few components can be a little bit complicated to do.

One thing that you might want to consider is that the Super Maramu isn't designed to be customised. Coming in at 53 feet long, it simply wouldn't be worth the effort to make any exterior modifications. It's a similar story for the interior as well. All the interior is functional so if you are looking for a more luxurious circumnavigator, then this wouldn't be a good option.

3. Hallberg-Rassy 42 and 42F

The Hallberg-Rassy range is known for their toughness and almost mythical build quality. The design is ruthlessly efficient, seen as there is absolutely no wasted space at all. This means that everything is focused on functionality, but this comes at the expense of it being a little bit less comfortable. The relatively simple exterior design is fitting in terms of the overall theme of the boat, simplicity and efficiency.

The layout below decks is also designed to be as efficient and user friendly as possible. This means that the boat is easy to use as well as the interior having a surprisingly fantastic finish to it. The design adds a lot of value to this boat because the ease of use and quality mean it's a fantastic place to be. Of course, this is depending on the amount of time you're going to spend circumnavigating but for a long trip, this is wonderful.

A word on the performance. It is very good too. It wouldn't be considered one of the best performing boats on this list but it's certainly more than good enough to get you where you need to go.

4. Hylas 54

The German Frers design can be seen again in the Hylas 54 but it's no surprise considering how good the design actually is. The Hylas 54 is designed to be a good balance between performance and efficiency.

The hull is built to an extremely high standard and the boat can also be driven very easily. In fact, its so easy to sail that achieving over 200-miles per day isn't too much of a struggle. On the deck, the design is compact and efficient which is perfect if you're an experienced sailor.

Another strong feature of the Hylas 54 is that there's a great amount of space and degree of flexibility below decks. You are free to choose how you want the layout to look as well as the quality of the finish. It even has a raised saloon version of which further adds to the flexibility and space available.

Owners are generally positive about this modal as well as the newer model, the Hylas 56. One of the biggest advantages is that it's really easy to handle. This would make a great, all round option for circumnavigating where you have the freedom to make it feel like home!

5. Beneteau 57

This is possibly one of the best, high-end options on the market currently! The Beneteau 57 is designed to be as stylish and reliable as possible. It would be fair to categorise it as a luxury cruiser that's for sure!

The hull is designed to be as fast and as sleek as possible. Paired with the stunning hull, the cockpit is placed as central as possible to maximise the amount of space available on the deck as well as keeping everything as neat and organised below decks.

The facilities below decks don't suffer either. All the systems have a fantastic finish to them and on the whole are very impressive. There is a fairly reasonable amount of space considering that the length of the boat is over 50 feet long.

It's fair to say that if you want to enjoy your tip but do it in luxury, then the Beneteau 57 is an absolutely fantastic option. The biggest benefit is that the price is extremely competitive considering the build-quality and luxurious feel you pay for.

6. Jeanneau Sun Odyssey 49

A rather surprising selection on the list! The Jeanneau Sun Odyssey isn't actually designed for circumnavigation by the charter market. However, due to its size and adaptability, it works extremely well as a circumnavigator.

Featuring a large cockpit, easy to maintain sailplan and a wonderful all-round performance, this really is a boat that can do pretty much anything you ask of it. A unique feature that this boat has is that it has a dedicated sail lock in the bow of the ship which is ideal for adjusting the height of the sail.

Below decks, you'll find a boat that has a variety of options for you. The cabin is designed to be twin aft but, if you remove the bulkhead, you can change the space into a massive single cabin. Below decks also feature a large navigation station which is a cool feature. The finish of the interior is also completed to a high standard which means that it's a comfortable and relaxing place to be!

7. Lagoon 440

This is a sailboat that has a lot of accolades. More lagoons have crossed the Atlantic. This is due to the Atlantic Rally for Cruisers. In regards to the 440 modal in particular, they have taken part in the Atlantic Rally more often than any other lagoon. So, what does all this mean? Well, the Lagoon 440 is designed to be a quality cruiser that's incredibly reliable and safe.

On the deck, there is an awful lot of room. You have a saloon, a big cockpit, a wide trampoline forward and the flybridge. This means that there's plenty of space to socialise with your other crew members or in the harbour. It also means that you have enough space for some privacy too which is fantastic depending on how much time you're going to spend on the boat.

Below decks, it's very much the same story. The interior is polished and refined as well as having an enormous amount of space. This is absolutely ideal for having a large crew and enjoying your journey!

One final thing to highlight is the performance of the boat itself. It certainly isn't the fastest, but the boat will certainly get you anywhere in a good amount of time.

8. Beneteau Oceanis 473

The Beneteau Oceanis 473 is an extremely popular sailboat for circumnavigation. The design was actually meant for the charter market but because of the vast size, comfortable features and the fact its relatively affordable, it became a target for cruisers looking for a bargain.

There hasn't been a lot of modifications for circumnavigation, but the boat is good at handling heavy weather and performs in a stable and predictable manner. This means that it's incredibly easy to control and perfect for a long-distance cruise.

The interior is a little bit funky too! There are a few different cabin styles but the most popular one is the three-cabin version. The rooms are big enough, but they aren't ideal to use on the sea because some of the room is wasted. However, it is excellent for harbour parties.

9. Bavaria 42

The Bavaria 42 is the most popular mass-produced boat to cross oceans. The sailboat is designed to be a no-nonsense, affordable, and adaptable cruiser. It's also well engineered for the price.

On the deck, a long waterline and fairly good sail area provide a good amount of performance. It is very heavy though when the cruising essentials are stored on board. It's important to bear this in mind. The cockpit is also positioned to be as central as possible to open up more space.

Below decks, the interior is straightforward and functional. There are two to three sleeping cabins depending on what model you choose. The sleeping cabins are generally considered to be functional at best.

It's the standard, go to a cruiser for circumnavigation. This should be the sailboat that you compare everything to!

10. Oyster 56

I've saved possibly the best option for last. The Oyster 56 is highly regarded and considered to be a dream boat for most. The biggest advantage of the Oyster 56 is the fact that it's so flexible and simple to use but the standard of the instruments and interior is absolutely stunning.

There isn't too much else to say because everything is built to an unbelievably high standard. The deck is designed to be small enough to be crewed by two people, but it's sufficiently big enough to cross vast distances quickly and in immense comfort. The systems can be crewed by up to six people, with the ideal number being from two-four.

It's the exact situation below decks as well. A lavish interior is designed to relax you in comfort. There's a lot of space so it feels more like home rather than a boat. Everything you could want is available. The 56 is absolutely fantastic for long distance cruising.

A final thing to mention is that the Oyster 56 wins pretty much anything it competes in. You certainly are buying a quality boat!

Ultimately, the choice of the best sailboat for navigation depends on what experience you are looking for. It's fair to say that each sailboat has their own positives and negatives. You might want to relax in comfort and luxury, or you might want to have a more authentic, manual experience. The important things to consider are the space available below decks, the size of the boat and how easy it is to use and whether the boat meets your needs.

However, if I was to make a recommendation, I would suggest the Beneteau 57. Even though it is one of the most expensive sailboats on the list, it offers a wide variety of applications, excellent build quality and luxury interior makes this an amazing boat to travel in. If you want to travel in style, then this certainly is the boat for you! This is an excellent boat for larger crews, especially six and up.

If the Beneteau 57 isn't your cup of tea, then another excellent recommendation would be the Bavaria 42. This is an excellent option due to the outstanding build quality, quality engineering and functionality. It's perfect for small crew that like to have a functional and minimalist experience but really connect with the sea and the natural surroundings. Just bear in mind that it is a lot smaller than the majority of the sailboats on the list so don't expect to have the same luxurious experience you might have with some others.

Hopefully, you've found the perfect sailboat for you or if not, you've got some inspiration! The main thing is that the boat should add to the enjoyment and experience of the journey, not detract from it. No matter what boat you choose, make sure you enjoy it!

Happy sailing!

Daniel Wade

I've personally had thousands of questions about sailing and sailboats over the years. As I learn and experience sailing, and the community, I share the answers that work and make sense to me, here on Life of Sailing.

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Wow, that was fast! Why trimarans are SO much fun to sail – and how to do it

Theo Stocker
February 13, 2024

For their size, trimarans can punch well above their weight in speed, cruising potential and fun. Monohull sailor Theo Stocker gets to grips with how to handle one

Humans tend to gravitate into tribes of like-minded enthusiasts, enjoying the encouragement, support and sense of identity, while often looking askance at others; sailors at motorboaters, cruising sailors at racers, monohull sailors at raft, I mean, multihull sailors, and everyone looks askance at jet-skiers.

Large cruising catamarans (40ft now counts as a small one) are a world apart from monohull sailing, but there’s a sub-tribe of sailors dedicated to life on three hulls and builders such as Dragonfly, Corsair, Farrier, and Astus give them plenty of choice.

I’ve been sailing a 22ft (7m) Astus 22.5 this season, with just enough space for a family of four and a minimum of creature comforts. Thanks to her VPLP-designed hulls and 650kg all-up weight, we can sail upwind at 7-plus knots and downwind at over 10 knots with ease, all on a roughly even keel, while the kids play Duplo down below. It can also be beached and is towable behind a car.

Having, it seems, caught the trimaran bug, I wanted to get better at sailing and handling the boat, but my monohull sailing experience and habits were proving something of a hindrance, so we sought advice from some existing trimaran owners, and well as the UK’s top multihull sailors.

Much of the advice will apply to all multihulls , whether two or three-hulled, while other parts are just for small trimarans. I also found that brushing-up some of my rusty dinghy sailing skills helped get my head around what we were trying to do.

To try out our expert tips we went out sailing to see what difference they made. On the day, we got a solid Force 4-5 southwesterly, averaging 16 knots, but fluctuating between 12 and 20 knots true.

Blasting about on a sporty trimaran is a whole world of fun, but is much calmer than it looks

Trimaran sail trim

One of the biggest differences between a cruising monohull and a multihull is how the mainsail is trimmed. Leech tension on a yacht is often largely controlled by the kicker and the backstay, while the mainsheet sheets the mainsail in and out, predominantly controlling the angle of the boom to the centreline, and there may be a short traveller.

On a mulithull, however, there’s more than enough space for a good, wide traveller. Those who sail on performance monohulls will also be used to this. The sail shape is mainly controlled by the mainsheet, and the traveller then moves the boom towards or away from the centreline.

This is exaggerated on a multihull which has wide shrouds, swept well aft with no backstay, making space for a powerful square-top mainsail with full-length battens. There’s no backstay to bend the mast and flatten what is anyway a pretty rigid mainsail.

The mainsheet purchase creates enough power to control the leech of the square-top mainsail

Depowering a trimaran

Sailing on a monohull, heel and weatherhelm and eventually a broach give loads of warning that you’re pushing too hard. With straight hulls and little heel, those warning signs don’t really apply to multihulls.

In reality, however, there are a host of warning signals that it’s time to back-off; they’re just a bit different. Even then, there’s still a large safety margin before you get close to danger.

By way of reassurance, with the boat powered up on a beat, Hein, from Boats on Wheels, the boat’s owner, stood on the leeward hull and lent on the shrouds. Even as his feet got wet and the wind gusted at the top of Force 4, the boat didn’t bat an eyelid, thanks to the huge buoyancy of the floats.

Even with a person on the leeward float the boat was extremely stable

On the water – sail trim

My first inclination was to point the boat as high upwind as possible, pin the sails in and go for height. Doing that resulted in a not-terrible boat speed of 5-6 knots and a good pointing angle.

Free off by a handful of degrees however, and ease the sails just a smidge, and the speed leapt up to 8-9 knots – over 50% more; a huge increase. So, don’t pinch. If you had a decent chartplotter on board, you could find your optimum speed to angle using velocity made good (VMG).

I was also tempted to pinch in the gusts, but it’s better to hold your course and let the speed increase until the main needs easing.

On the wind, it’s time to get the boat fully powered up

If that’s the case, drop the main down the traveller an inch or two or ease some twist into the mainsail and it makes all the difference in the world, but not so far that the top battens fall away and invert – that really isn’t fast. Push too hard and the boat will slow down, largely from the drag of submerging the leeward float and crossbeams. If you’re still overpowered and the main is luffing, it’s time to reef. Downwind is different, but we’ll get onto that later.

After we put a reef in the main, our boat speeds upwind remained largely the same, and the boat was much happier. I came away feeling reassured that even a little trimaran like this would be pretty difficult to capsize, and there were always plenty of warning signs telling me to take my foot off the pedal a little.

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Tacking and gybing a trimaran

Everyone knows that multihulls don’t tack as well as monohulls. Straight hulls and wide beam don’t lend themselves to turning, especially when coupled with the displacement and fixed keels of big cats. Trimarans are a little easier, with a single central daggerboard to act as a pivot, and one or other of the floats will generally be clear of the water. On the downside, light displacement means that there isn’t much momentum to keep you going through the turn and plenty of windage to stop you.

On a trimaran the central daggerboard helps the boat to turn by providing a central pivot point that catamarans lack

Speed is your friend. Build speed up before the tack to give you as much momentum as possible. The helm needs to steer positively into and through the turn, and if necessary, keep the jib backed on the new windward side to help the bow through the wind. Don’t worry about scrubbing speed off, but you don’t want to get stuck in irons.

When it comes to gybing, speed is again key. The turning bit isn’t going to be an issue as you’ll be scooting along, but the faster you’re going, the less load there will be on the sails. The more you slow down, the more the true wind will pile up.

Trimaran sailing skills

Tacks took a bit of practice. It felt plain wrong to jab the tiller across the boat, slamming a big break on in the water but I ended up putting us through the tacks far too slowly, losing a lot of speed. A more aggressive approach worked better. On the Astus, the traveller was between me and the tiller, so the tiller extension needed to be swung around the stern behind the mainsheet onto the new side.

Similarly, old habits of controlling a gybe needed to be modified. With the asymmetric set, we were planing at well over 10 knots, and the ideal is to stay on the plane. Heading dead downwind and centring the main lead to a more violent manoeuvre than flying into the gybe as fast as possible and, as the boom was never that far out thanks to the apparent wind angle, it didn’t need much extra controlling.

Coming up onto the wind after the gybe helped the asymmetric around the front of the jib and to fill on the new side. Stay too deep and it’ll get blanketed by the main. Once we had built up some apparent wind, we could bear away again.

You’ll be on a course deep downwind before you know it, hitting speeds in the double digits

Downwind in a trimaran

Upwind cruising may be fun in a multihull, but bearing away and going with the wind is what it’s all about. Easily-driven hulls, a generous sailplan and light weight mean you can be up and planing, leaving displacement boats wallowing in your wake.

The big difference comes from apparent wind. If you’re in a boat that can do 15 knots downwind in 20 knots of true wind, the resulting wind angles can really mess with your head.

To get going then, says Brian Thompson, ‘Use those leech tell-tales again when sailing downwind and reaching to set the correct twist through the mainsheet, and use the traveller to set the correct angle of the whole sail to the wind.’

As the wind and your speed builds, bear away and trim the main accordingly.

In theory, you shouldn’t need to ease the traveller at all, but you may need to if you want to sail deep downwind. As the gust fades, you’ll find the boat slows down, so you can come back up towards the wind a little to pick up some more breeze, and then bear away as you accelerate again.

Bear away as the boat accelerates. Your course will be something of a slalom as you look to keep a consistent wind angle

This results in something of a ‘slalom’ course, and will also be accentuated if you’re sailing down waves, but that’s all quite normal for apparent wind sailing. Ultimately, you’re looking for a consistent apparent wind angle, even if the resulting wake isn’t straight.

It’s worth remembering that apparent wind reduces the felt effect of the wind, so you need a sailplan to suit the true, not apparent wind speed.

I found that the boat was more sensitive to having a balanced sailplan and trim downwind than upwind, largely because you’ve got almost double the canvas up, with the bowsprit as an extra lever. When weather helm built, I needed to ease the mainsheet to increase twist to depower so that I could bear away. I must admit, getting the boat balanced, sailing fast and light on the helm at 15 knots was something I came away feeling I needed more practice at.

Reviewing the images, I suspect the asymmetric was sheeted in too hard, with too much twist in the main.

Getting a float fully submerged is when it’s time to back off

On the water

Unfurling the gennaker worked best on a beam reach, giving plenty of airflow over the sail to help it fully unfurl. This was also roughly the fastest point of sail, ideal for getting up some speed for apparent wind sailing. We mostly had the sails set for a close reach, even when we were beyond 120º off the true wind on a broad reach.

It was possible to soak deeper downwind, but lose the apparent wind benefit downwind and our speed dropped off dramatically, prompting us to point a bit higher to find some more speed.

As the boat powered up, it paid to hold a slightly higher angle than I would have done in a monohull for the boat to properly take off and get up into double digit speeds – topping out at 15 knots. Lymington to Cowes would have taken us just half an hour at that speed. It’s easy to give yourself a heck of a beat back!

We were sailing on a pretty flat day, so didn’t have to contend with any waves to speak of. On the recent RTI this is what caused the capsizes of at least two multis, a sobering reminder that you need to sail much more conservatively in lumpier conditions.

The bows want to point downwind, so a stern-first approach works with rather than against the boat

Coming alongside

A 650kg boat with no draught and plenty of windage feels dreadfully skittish when manoeuvring in confined spaces. Straight hulls with no forgiving curves and fragile-looking sharp bows make berthing tricky. You’ve got a couple of advantages on your side, however. In the Astus, the floats are at pontoon height making stepping off easy.

Whether you have an engine in each hull of a cat, or one in the central hull of a tri, there’s also a lot more leverage to play with to turn the boat and drive her on or off the pontoon. A steerable outboard gives you even more options.

If the boat has a lifting keel or daggerboards, put them down if there’s enough depth to give you a pivot and to resist drifting. Think about getting corners onto the pontoon, rather than putting the boat alongside. On tris, you won’t be able to get to the bow to fend off as it’s too narrow. You can rig a fender up forwards on a line, and two fenders are enough on the flat sides.

Steering with the outboard towards the pontoon will drive the stern in more; steer away to drive the bow in more

Offshore wind

Coming onto the pontoon with wind blowing off, it worked well coming in stern first. If there’s a tide running, you’ll want to be heading into the tide, so find a spot down wind and down tide to start your approach so you come in at an angle.

On our first attempt we had a bit of tide under us to start with so we came in at a much steeper angle, almost 90º, although this worked out OK in the end.

The crew could then step ashore, taking a line from the stern quarter round a cleat.

Drive forwards against the line and the bow will obediently drive up towards the pontoon, bringing you flat alongside. Getting off was simple, releasing the bowline, and allowing the bow to swing out the before slipping the stern line.

Coming in astern and stopping upwind of the berth meant the bows blew towards the pontoon far to quickly

Onshore wind

Getting onto and off a pontoon with onshore wind proved rather trickier. On our first attempt we came in stern first. The issue was that once we were just upwind of our desired berth and stopped, we lost steerage and the bow immediately blew off with alarming speed towards the pontoon.

Going ahead would only increase the force of the impact, while going astern only increased the bow’s sideways drift. I managed to back out without smashing the bow, but only just, and ended up awkwardly stern to the wind with the bows pointing at the pontoon.

On our second attempt we came in bows first but having aimed at the berth, I had to motor the stern to leeward to stop the bow hitting, making for a rather forceful coming alongside.

On take three, I came in forwards and began ferry gliding towards the berth early, keeping the bows to windward of the stern. Being able to steer with the outboard meant I could go ahead to keep the bow up, and go astern with the engine pulling the stern down toward the pontoon. In this way, it was possible to come in pretty well controlled and parallel to the berth.

To get out, motoring astern against a bow line pulled the entire boat clear before slipping the line

Leaving was a different proposition all together, as I didn’t want to drag the bow along the pontoon, or to drive hard onto it to spring off. Instead, we rigged a slip-line from the forward cross beam. Going astern against this, and then turning the engine towards the wind, I could pull the stern, and the rest of the boat, out and away from the pontoon.

Keeping power on astern, once we’d reached a decent angle, we slipped the line and went astern, finding steerage way almost at once, with the bow following obediently in our wake with more control than I had anticipated.

Whether the wind is blowing onto, or off the pontoon, you want the engine to be driving or pulling the boat off the pontoon with a line on the corner you are going away from. That way you avoid point-loading fine ends where it’s hard to fender.

You’ll want a bridle to reduce swinging, but keep the pick up lines on the bow as backup

Anchoring and mooring a trimaran

While mooring a catamaran is complicated by the lack of a central bow, things should be simpler on a trimaran, and they are, mostly. Picking up a mooring buoy from the main hull bow with a low freeboard and dropping the pick-up line onto a cleat is easier even than a monohull.

The bow may be narrow, but for any lines that pass through a ring on the buoy, you still need to take it back to the same cleat to avoid chafe. That should be it, but windage from the two extra bows and the lack of keel mean the boat can dance merrily around the mooring buoy in a breeze.

Rig the bridle so the buoy sits to one side to stabilise the boat

In practice, we found that a trimaran benefits from a mooring bridle in the same way that a catamaran does. It can’t be rigged from the floats’ bows, as there are no mooring cleats, so a line passed around the outboard ends of the forward beams gave a pretty good angle, again with long lines passed through the mooring and back to the same side. The main pick-up lines stay as a safety backup.

The other trick is to rig the bridle asymmetrically so that the buoy sits to one side or the other, just enough to not be dead head to wind, making it much more stable in the wind.

On the plus side, the lack of draught or keel means that you’ll nearly always be lying head to wind, so the cockpit remains nice and sheltered whatever the tide’s doing.

We ran out of time on the day to try anchoring, but rigging a bridle, effectively a long snubber to a point on the anchor chain in a similar way wouldn’t be tricky.

If you needed not to swing, or to behave more like deeper boats nearby, hanging a bucket over the stern can help, or there’s always anchoring with a kedge, either out ahead in a V, or in line astern.

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Boat of the Week: This Sleek 153-Foot Trimaran Can Cross the Atlantic on a Single Tank of Gas

With all the comforts of a contemporary monohull, the mc155 trimaran has a range of 4,400 miles at 14 mph, with a top speed of 35 mph., howard walker, howard walker's most recent stories.

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MC155 is a luxury 153-foot trimaran that can cross the Atlantic on a single tank of fuel

Why stick with one hull for your superyacht when you can have three? Single-hulled superyacht, or triple-hulled trimaran? To Mark Evans, there’s no contest.

Evans is boss of Australian superyacht builder McConaghy Boats. Together with Mani Frers, head of Italian studio Frers Design, they’ve created a fully developed, ready-to-build concept for a stunning 153-foot silver-bullet power trimaran they call MC155.

This New Superyacht Line Wants You to Feel Like You’re Cruising in a Sports Car

It follows in the wake of McConaghy’s first power trimaran venture, the razor-bowed Adastra . Described by some as “the world’s most beautiful boat,” it came out of McConaghy’s Zhuhai, China yard in 2012.

MC155 ‘s exterior makes excellent use of the wide beam and outer hulls. Courtesy Frers Design

Fast forward nearly a decade and there’s a family resemblance that borders on deja vu. But one can also see the major differences between the two yachts . MC155 doesn’t have the sci-fi look, but could be mistaken for a conventional—albeit stylish-—monohull. “It’s all about increased efficiency,” Evans told Robb Report, referring to the hull design. “The drag coefficient is so low with MC155 that the running costs would equate to a monohull half the size.”

For the MC155, powered by a pair of muscle-bound, 1,380 hp MTU turbo-diesels, it would mean an impressive top speed of around 35 mph. Throttle back to the 14-mph cruising speed would deliver a range of over 4,500 miles—that’s Miami to the Med—on one tank. MC155’s hull has been tank-tested in Germany in the equivalent of 18-foot seas. Plus, its five-foot draft allows it to negotiate the skinny waters of cruising grounds like the Bahamas.

“Even compared to a similar-sized, twin-hulled power catamaran, MC155 would offer advantages in fuel efficiency, speed and running costs,” says Evans. “And that 36-foot beam means finding a parking space in a marina would likely be easier.”

The upper level is designed as the owner’s deck, with a large forward main suite connecting to a rear open deck. Courtesy Design Unlimited

Then there’s the style element. At a time when many younger superyacht buyers crave unique, head-turning looks, the bold, dramatic lines of MC155 stand out. As they should, coming from the drawing board of Mani Frers, grandson of the legendary Argentinian yacht designer, Germán Frers.

From that sleek, slender vertical bow, to the Star Wars -like wing design of the outer hulls, to the uncluttered, sweeping lines of the superstructure, the MC155 is a head-turner. “The integration of the outer floats into the main body has allowed us to utilize the full beam to provide a really spacious interior,” says Frers, whose body of work includes the legendary 85-foot maxi race yacht Boomerang .

Frers’s bold design for MC155 envisions the entire top deck as an owner’s suite, with a forward-facing bedroom offering 180-degree views and featuring oversize closets, a gym and lounge area with glass doors opening out on to a huge private terrace. The terrace is so big that it can double as a touch-and-go helipad.

The open rear cockpit matches the design of most other 150-foot monohulls. Courtesy Frers Design

On the main deck, the full-beam lounge and dining areas capture the indoor-outdoor vibe by flowing seamlessly out on to the vast rear deck. Astern are an outdoor cocktail bar, a multitude of sofas for chilling, plus an infinity-edged Jacuzzi pool with steps leading down to a deployable swim platform.

Belowdecks in the main hull are three spacious en-suite cabins, while those slender outer hulls are wide enough to accommodate all the must-have nautical toys.

In the port hull, a dropdown door reveals a space big enough for a 21-foot RIB, while the starboard hull opening can stow a couple of jet skis, plus kayaks, Seabobs and paddle boards.

The open deck on the flybridge works as as a touch-and-go helipad. Courtesy Frers Design

The interior design of MC155 is the work of the UK’s Design Unlimited, though Evans says that in its pre-build phase, the finer points of the layout, interior fixtures and fittings would be choices for the future buyer.

Same with the propulsion system. While the big MTUs will provide ample power, an owner might want some form of battery system and electric motors, to allow the yacht into environmentally sensitive areas with zero emissions.

The original plans for the trimaran, says Evans, were put in place two years ago when a buyer commissioned the yacht. After investing heavily in the development, he pulled out when his business changed. “MC155 is so much more than a concept,” he says. “Over two years of development so much work has already gone into the design and engineering. That means a dramatically reduced build period. We’re thinking two years start to finish.”

The narrow tri-deck design gives the boat both transatlantic range and an impressive top speed. Courtesy Frers Design

MC155 is listed through Camper & Nicholsons for $26.5 million.

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Best small cruising trimaran revealed

Oct 22, 2020

less than a min

A trimaran is a boat categorized as a multihull. What it means is that this particular vessel is composed of three hulls that aid the boat during sailing but also provide interior spaces for the crew and guests to enjoy.

Trimarans are very popular in the sailboat market. They are mainly appreciated for their speed but also for their cruising character that can address families’ interests as well. Trimarans allow for leveled sailing, ample deck space, stability, comfort, shallow draft, and most importantly the good old family fun time.

A small cruising trimaran is probably one of the most popular boats nowadays as it provides an affordable but also an interesting way how to spend your free time and enjoy what nature has to offer. Let’s get to the gist of it then. Which is the best small trimaran nowadays?

Most popular small cruising trimaran

The best small cruising trimaran so far remains the F22 . The F22 Trimaran is designed by Ian Farrier and built by Farrier Marine company. It features a swan design and can be purchased in two versions, racing or cruiser form. This is a small trimaran that includes many interesting features within a compact space. It has a slightly offset centerboard trunk that allows for an ample interior.

In addition, it has an ama folding system. This is an advantageous feature as it allows the ama beam strength to remain to a maximum while the interior is free from any structural support structure for the beam. Fly spray is also reduced due to the folding struts being carried higher than before in case of deployment. This feature allows the F22 trimaran to have a greater performance under sail.

This small cruising trimaran comes in two versions, either with a carbon mast or an aluminum one. In addition, it is equipped with a boomless mainsail furling rig which makes sail handling easier. Most importantly, sailing efficiency is not sacrificed in any case.

What makes this boat the best small cruising trimaran is the fact that it can be used as a cruiser due to its interior. The galley has a two-burner Origo stove, a small sink, and a stow for sailing. In addition, the companionway has a pop-top that increases the headroom. Moreover, the F22 is equipped with a small chemical toilet that is quite private due to a roll-up screen and bulkhead that can be folded. All in all, the F22 contains 4 berths and can be used by families as well.

Compare the best small trimaran with other multihulls

You can learn more about the F22 trimaran on TheBoatDB . TheBoatDB provides an organized platform that anyone can use for free with a no time limitation account or what we like to call a “Forever free account”.

You can compare the F22 to other trimarans or even catamarans and single-hull boats and see for yourself whether this boat is up to the challenge for you. In addition, you can shortlist this trimaran or select a few different boats for future references. All in all, you will get your boating life on one platform as we like to say!

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Home » Blog » Buy a boat » 5 best small sailboats for sailing around the world

5 best small sailboats for sailing around the world

By Author Fiona McGlynn

Posted on Last updated: April 19, 2023

A small sailboat can take you big places

Small sailboats are the ticket to going cruising NOW — not when you retire, save up enough money, or find the “perfect” bluewater cruising boat. In fact, it’s the first principle in Lin and Larry Pardey’s cruising philosophy: “Go small, go simple, go now.”

Small yachts can be affordable, simple, and seaworthy . However, you won’t see many of them in today’s cruising grounds. In three years and 13,000 nautical miles of bluewater cruising, I could count the number of under 30-foot sailboats I’ve seen on one hand (all of them were skippered by people in their 20s and 30s).

Today’s anchorages are full of 40, 50, and 60-foot-plus ocean sailboats, but that’s not to say you can’t sail the world in a small sailboat. Just look at Alessandro di Benedetto who in 2010 broke the record for the smallest boat to sail around the world non-stop in his 21-foot Mini 6.5 .

So long as you don’t mind forgoing a few comforts, you can sail around the world on a small budget .

What makes a good blue water sailboat

While you might not think a small sailboat is up to the task of going long distances, some of the best bluewater sailboats are under 40 feet.

However, if you’re thinking about buying a boat for offshore cruising, there are a few things to know about what makes a small boat offshore capable .

Smaller equals slower

Don’t expect to be sailing at high speeds in a pocket cruiser. Smaller displacement monohulls are always going to be slower than larger displacement monohulls (see the video below to learn why smaller boats are slower). Therefore a smaller cruiser is going to take longer on a given passage, making them more vulnerable to changes in weather.

A few feet can make a big difference over a week-long passage. On the last leg of our Pacific Ocean crossing, our 35-foot sailboat narrowly avoid a storm that our buddy boat, a 28-foot sailboat, couldn’t. Our friend was only a knot slower but it meant he had to heave to for a miserable three days.

Small but sturdy

If a pocket cruiser encounters bad weather, they will be less able to outrun or avoid it. For this reason, many of the blue water sailboats in this list are heavily built and designed to take a beating.

Yacht design has changed dramatically over the last 50 years. Today, new boats are designed to be light and fast. The small sailboats in our list are 30-plus year-old designs and were built in a time when weather forecasts were less accurate and harder to come by.

Back in the day, boat were constructed with thicker fiberglass hulls than you see in modern builds. Rigs, keels, rudders, hulls and decks – everything about these small cruising sailboats was designed to stand up to strong winds and big waves. Some of the boats in this post have skeg-hung rudders and most of them are full keel boats.

The pros and cons of pocket cruiser sailboats

Pocket cruiser sailboats present certain advantages and disadvantages.

More affordable

Their smaller size makes them affordable bluewater sailboats. You can often find great deals on pocket cruisers and sometimes you can even get them for free.

You’ll also save money on retrofits and repairs because small cruising sailboats need smaller boat parts (which cost a lot less) . For example, you can get away with smaller sails, ground tackle, winches, and lighter lines than on a bigger boat.

Moorage, haul-outs, and marine services are often billed by foot of boat length . A small sailboat makes traveling the world , far more affordable!

When something major breaks (like an engine) it will be less costly to repair or replace than it would be on a bigger boat.

Less time consuming

Smaller boats tend to have simpler systems which means you’ll spend less time fixing and paying to maintain those systems. For example, most small yachts don’t have showers, watermakers , hot water, and electric anchor windlasses.

On the flip side, you’ll spend more time collecting water (the low-tech way) . On a small sailboat, this means bucket baths, catching fresh water in your sails, and hand-bombing your anchor. Though less convenient, this simplicity can save you years of preparation and saving to go sailing.

Oh, and did I mention that you’ll become a complete water meiser? Conserving water aboard becomes pretty important when you have to blue-jug every drop of it from town back to your boat.

Easier to sail

Lastly, smaller boats can be physically easier to sail , just think of the difference between raising a sail on a 25-foot boat versus a 50-foot boat! You can more easily single-hand or short-hand a small sailboat. For that reason, some of the best solo blue water sailboats are quite petite.

As mentioned above small boats are slow boats and will arrive in port, sometimes days (and even weeks) behind their faster counterparts on long offshore crossings.

Consider this scenario: two boats crossed the Atlantic on a 4,000 nautical mile route. The small boat averaged four miles an hour, while the big boat averaged seven miles an hour. If both started at the same time, the small boat will have completed the crossing two weeks after the larger sailboat!

Less spacious

Living on a boat can be challenging — living on a small sailboat, even more so! Small cruising boats don’t provide much in the way of living space and creature comforts.

Not only will you have to downsize when you move onto a boat you’ll also have to get pretty creative when it comes to boat storage.

It also makes it more difficult to accommodate crew for long periods which means there are fewer people to share work and night shifts.

If you plan on sailing with your dog , it might put a small boat right out of the question (depending on the size of your four-legged crew member).

Less comfortable

It’s not just the living situation that is less comfortable, the sailing can be pretty uncomfortable too! Pocket cruisers tend to be a far less comfortable ride than larger boats as they are more easily tossed about in big ocean swell.

Here are our 5 favorite small blue water sailboats for sailing around the world

When we sailed across the Pacific these were some of the best small sailboats that we saw. Their owners loved them and we hope you will too!

The boats in this list are under 30 feet. If you’re looking for something slightly larger, you might want to check out our post on the best bluewater sailboats under 40 feet .

Note: Price ranges are based on SailboatListings.com and YachtWorld.com listings for Aug. 2018

Albin Vega 27($7-22K USD)

The Albin Vega has earned a reputation as a bluewater cruiser through adventurous sailors like Matt Rutherford, who in 2012 completed a 309-day solo nonstop circumnavigation of the Americas via Cape Horn and the Northwest Passage (see his story in the documentary Red Dot on the Ocean ).

Hull Type: Long fin keel
Hull Material: GRP (fibreglass)
Length Overall:27′ 1″ / 8.25m
Waterline Length:23′ 0″ / 7.01m
Beam:8′ 1″ / 2.46m
Draft:3′ 8″ / 1.12m
Rig Type: Masthead sloop rig
Displacement:5,070lb / 2,300kg
Designer:Per Brohall
Builder:Albin Marine AB (Swed.)
Year First Built:1965
Year Last Built:1979
Number Built:3,450

Cape Dory 28 ($10-32K USD)

This small cruising sailboat is cute and classic as she is rugged and roomy. With at least one known circumnavigation and plenty of shorter bluewater voyages, the Cape Dory 28 has proven herself offshore capable.

Hull Type: Full Keel
Length Overall:28′ 09″ / 8.56m
Waterline Length:22′ 50″ / 6.86m
Beam:8’ 11” / 2.72m
Draft:4’ 3” / 1.32m
Rig Type:Masthead Sloop
Displacement:9,300lb / 4,218kg
Sail Area/Displacement Ratio:52
Displacement/Length Ratio:49
Designer: Carl Alberg
Builder: Cape Dory Yachts (USA)
Year First Built:1974
Year Last Built:1988
Number Built: 388

Dufour 29 ($7-23K)

As small bluewater sailboats go, the Dufour 29 is a lot of boat for your buck. We know of at least one that sailed across the Pacific last year. Designed as a cruiser racer she’s both fun to sail and adventure-ready. Like many Dufour sailboats from this era, she comes equipped with fiberglass molded wine bottle holders. Leave it to the French to think of everything!

Hull Type: Fin with skeg-hung rudder
Length Overall:29′ 4″ / 8.94m
Waterline Length:25′ 1″ / 7.64m
Beam:9′ 8″ / 2.95m
Draft:5′ 3″ / 1.60m
Displacement:7,250lb / 3,289kg
Designer:Michael Dufour
Builder:Dufour (France)
Year First Built:1975
Year Last Built:1984

Vancouver 28 ($15-34K)

A sensible small boat with a “go-anywhere” attitude, this pocket cruiser was designed with ocean sailors in mind. One of the best cruising sailboats under 40 feet, the Vancouver 28 is great sailing in a small package.

Hull Type:Full keel with transom hung rudder
Length Overall: 28′ 0″ / 8.53m
Waterline Length:22’ 11” / 6.99m
Beam:8’ 8” / 2.64m
Draft:4’ 4” / 1.32m
Rig Type: Cutter rig
Displacement:8,960lb / 4,064 kg
Designer: Robert B Harris
Builder: Pheon Yachts Ltd. /Northshore Yachts Ltd.
Year First Built:1986
Last Year Built: 2007
Number Built: 67

Westsail 28 ($30-35K)

Described in the 1975 marketing as “a hearty little cruiser”, the Westsail 28 was designed for those who were ready to embrace the cruising life. Perfect for a solo sailor or a cozy cruising couple!

Hull Type: Full keel with transom hung rudder
Hull Material:GRP (fibreglass)
Length Overall:28′ 3” / 8.61m
Waterline Length:23’ 6” / 7.16m
Beam:9’ 7” / 2.92m
Displacement:13,500lb / 6,124kg
Designer: Herb David
Builder: Westsail Corp. (USA)
Number Built:78

Feeling inspired? Check out the “go small” philosophy of this 21-year-old who set sail in a CS 27.

Fiona McGlynn is an award-winning boating writer who created Waterborne as a place to learn about living aboard and traveling the world by sailboat. She has written for boating magazines including BoatUS, SAIL, Cruising World, and Good Old Boat. She’s also a contributing editor at Good Old Boat and BoatUS Magazine. In 2017, Fiona and her husband completed a 3-year, 13,000-mile voyage from Vancouver to Mexico to Australia on their 35-foot sailboat.

Saturday 1st of September 2018

Very useful list, but incomplete - as it would necessarily be, considering the number of seaworthy smaller boats that are around.

In particular, you missed/omitted the Westerly "Centaur" and its follow-on model, the "Griffon". 26 feet LOA, bilge-keelers, weighing something over 6000 pounds, usually fitted with a diesel inboard.

OK, these are British designs, and not that common in the US, but still they do exist, they're built like tanks, and it's rumored that at least one Centaur has circumnavigated.

Friday 31st of August 2018

This is a helpful list, thank you. I don't think most people would consider a 28' boat a pocket cruiser, though!

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Catamaran sailing across the Atlantic: Why multihulls are taking over the ARC

Elaine Bunting
July 2, 2020

Multihulls are making their mark on tradewinds sailing. Elaine Bunting reports from the 2019 Atlantic Rally for Cruisers

catamaran-sailing-across-the-atlantic-arc-2019-report-credit-Paul-Laurie-Point-Photography

A catamaran on the ARC rally reefed for an approaching squall, as seen from Jeanneau 64 Layla. Photo: Paul Laurie/Point Photography

Something big has happened in ocean sailing. It could be the tipping point in the 34-year history of the Atlantic Rally for Cruisers , when multihulls move from minority element to ruling party.

When a cruising catamaran sailed by four people in their sixties can beat a larger one-design round-the-world racer with a crew of 15, and many even bigger, you realise something has changed – maybe for good.

Just after midnight on 7 December 2019, Régis Guillemot, his partner Véronique, and two friends fizzed across the finish line in St Lucia in Guillemot’s 55ft cruising catamaran, Hallucine . It had taken them just 11 days and 16 hours.

catamaran-sailing-across-the-atlantic-arc-2019-report-Hallucine-Marsaudon-TS5-credit-Tim-Wright-PhotoAction

Celebrations as the four crew of Hallucine , a Marsaudon TS5 catamaran, crosses the finish line at Rodney Bay, St Lucia. Photo: Tim Wright / PhotoAction

“Our boat is very quick, very simple and fast, and we are optimised for light weight,” explains the quietly spoken French sailor. His other half just laughs. “For him, there is full speed ahead, or nothing!”

Hallucine had sailed from Gran Canaria at an average of 12.5 knots, while the crew did Pilates on the aft deck each day, baked bread and shot GoPro videos.

Around 10 hours later came Sisi , a VO65 from the Austrian Ocean Race Project crewed by 12 Slovenian charter sailors and three professionals.

What a different experience: faster sailing but a course of long gybes, on a diet of freeze-dried food, no showers and hot-bunking in the round-the-world racer’s dark carbon recesses.

Astern of them both was top French solo sailor Jean-Pierre Dick’s The Kid , a 54ft carbon composite canting keel yacht designed as a performance cruising interpretation of IMOCA 60 principles.

Article continues below…

solo-sailing-across-the-atlantic-Leaving-horta-credit-max-campbell

Tradewinds explained: Everything you need to know before sailing across the Atlantic

A transatlantic tradewind crossing from the Canary Islands to the Caribbean is on many a sailor’s bucket list. Endless sunny…

first-atlantic-crossing-tips-credit-trystan-grace

Sailing across the Atlantic: Bluewater veterans share top tips for your first crossing

On the afternoon before we left the Canary Islands for the Caribbean for a transatlantic with the ARC, I struck…

Hallucine would also have beaten Ulisse , Patrizio Bertelli’s 105ft Frers superyacht , had it not diverted to another island on the final approach following a crew injury.

In the ARC+ rally, too, the route that goes via a pitstop in the Cape Verde Islands, the first to arrive in St Lucia was also a multihull, the Neel 47 trimaran Minimole .

Cruising multihulls numbers have been growing quickly. Of the 280-strong fleet in 2019, 60 were multis. But the most telling statistic is that they make up 50% of all the new boats.

catamaran-sailing-across-the-atlantic-arc-2019-report-Neel-47-credit-Tim-Wright-PhotoAction

The crew of Neel 47 trimaran Minimole celebrate arrival in St Lucia 12 days after leaving Mindelo, Cape Verde. Photo: Tim Wright / PhotoAction

The crossing times are incontrovertible evidence that performance cruising multihulls and cruising catamarans designed foremost for spacious living can, if sailed well, be faster downwind than a monohull with a longer LOA.

Of course, what makes the ideal yacht for an upwind passage (for example, the return crossing to Europe) is quite a different matter, but more and more cruisers are planning only a one-way voyage and intend to ship their boats back, or are planning to sail onwards into the Pacific along the tradewinds route. This is a trend that is only going to continue.

Fast, light, simple

In one way, the line honours winner’s story is exceptional. For many years skipper Régis Guillemot ran a charter business in Martinique.

catamaran-sailing-across-the-atlantic-arc-2019-report-hallucine-winches

Hallucine ’s anti-capsize system: Two cam cleats flip up to release genoa and spinnaker sheets if settings are exceeded

He is also an experienced racer, cousin of the French round the world sailor Marc Guillemot, and a three-times Route du Rhum competitor.

His Marsaudon TS5 is a lightweight cruiser with a carbon mast and deck, It displaces just 8.6 tonnes, and Guillemot keeps it light.

“It’s not too complicated,” he says. “We have a small 27lt per hour watermaker, solar panels, no generator and we don’t carry too much fuel or water. We set off with only 30lt of water per side, plus emergency water in bottles, and made water every day.

“I want to go fast. We can be sailing at 17 knots and sitting there comfortably having our coffee. And in the Caribbean the size [of the boat] is no problem: there’s more space, it’s cooler and less rolly in anchorages.”

And although the boat is light, it does carry scuba gear and a kitesurfer that they plan to use in the Caribbean and as they make their way across the South Pacific next year.

Guillemot ran single watches and sailed almost all the way with a full main and heavy A2 spinnaker. “We took it down at Pigeon Island after 11 days just to tack to the finish,” he says. They were able to gybe through 145-150° and were making 17-20 knots – “usually 17-18 knots steady”– as soon as they reached the tradewinds.

catamaran-sailing-across-the-atlantic-arc-2019-report-hallucine-kill-cord

The kill cord in Hallucine ‘s saloon

In the few squalls they encountered, the wind never topped 17 knots apparent and they felt comfortable enough to keep the full main up and soak down by 10° until a squall passed. To help make sure they never pressed the boat so hard they risked capsize, Guillemot has an automatic sheet release system similar to those used on the huge Ultime trimarans.

Made by ACR, this monitors pitch and heel angle and is set to release the main and spinnaker sheet from a panel of cam cleats once certain settings are reached, and also set off an audible alarm. There is also a kill cord in the saloon. It’s a very simple system.

The yacht’s autopilot can, he says, handle speeds up to 24 knots, but for the last five days the crew hand steered all day. The boat is steered from the aft quarters with tillers, and the video above shows some of the speeds they were enjoying.

catamaran-sailing-across-the-atlantic-arc-2019-report-hallucine-acr-unit

The ACR unit senses pitch and heel angle

But although Hallucine ’s crossing was super-fast, another Marsaudon catamaran provided a second benchmark. Fifth over the line was a TS42, Elektra , a 42ft smaller sister from the same French builders, which made the crossing in just under 13 days. They, too, left bigger boats astern – 10 hours behind her was a Swan 80.

Elektra ’s crew had sometimes reefed during the night and may represent a more typical example of sensible catamaran cruising because, as even Régis Guillemot admits: “They are like sportscars – when they go, they go,” he says. “There’s a limit and if you don’t know what you are doing, you can quickly go into the red zone.”

The crossing times of these big multis is a clear sign of an evolution in performance and speed. “I think you can’t necessarily judge all boats by Hallucine ’s performance, but what is interesting is how they are holding pace with larger monohulls,” says World Cruising Club (WCC) communications director Jeremy Wyatt.

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View from aloft on Pierre Caouette’s and Lisa McKerracher’s Outremer 5X Biotrek

“A 55ft Bali was holding up with an X-61, which is a fast monohull, and if you pick out comparable elapsed times and distances sailed you can see that a Lagoon 42 is going the same speed as a 46ft Bavaria and significantly faster than a Discovery 55, if you’re sailing them well and getting the best out of them.

“Multihulls are more expensive to buy, more expensive to run and you have to remember that if the beam is over 8m you could be restricting yourself as to where in the world you can be lifted out.

“But for tradewinds sailing there’s a strong argument that they are the right choice and the ability to live your life without any sense of camping is the biggest win-win

“But,” he adds, “go on a performance sailing course first, would be my advice.”

South til the butter melts

Kevin Horne and his partner, Diane, are steadfast monohull sailors. The Australian skipper has a distinguished background in offshore racing with the well-known Aussie yacht Wild Thing , and was sailing in a crew with several professionals including round the world Clipper Race winner Wendy Tuck .

He bought his Jeanneau 51 Wild Spirit in 2018 and had been cruising in the Mediterranean , but is now sailing his way back home.

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The crew of Wild Spirit (L-R): Kevin Horne, Diane Rogers and Russell Finch

Horne was taking part in the ARC+ rally – he liked the idea of a stop on the way across and was hugely enthusiastic about the visit to Cape Verde.

He too had an uncomplicated sailplan in action for the crossing: full main and asymmetric, and between Mindelo and St Lucia made “one gybe to the north and one down” to go as deep downwind as possible. They had daily runs of 160-180 miles, with one day over 200, hand-steered “80-85% of the time”.

“The boat was outstanding,” he says. “Our water tanks and fuel tanks were full at the start and we had two weeks of food, so a lot of weight, but the boat helmed beautifully and tracked along. We took the tender and outboard off, and the anchor and chain were stowed over the keel to centralise weight. The boat was stunning and it really was brochure sailing.”

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Seas in the wake of Yolo , Gottfried Boehringer’s Oyster 625

This was a year for heading south until the butter melts, avoiding light winds along the rhumb line by following the classic route south towards Cape Verde where early tradewinds begin and turning right for St Lucia.

This is typical a VMG running course, and those yachts such as the VO65 that were running down hot angles had to sail many hundreds more miles that cost them dearly.

Sisi , the VO65, for example, logged 3,950 miles (one of the highest I’ve heard of in years of ARC coverage). For added context, Bouwe Bekking was also sailing a VO65 in the RORC Transatlantic Race between Lanzarote to Grenada, and he too reported sailing around 4,000 miles.

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Fast, wet downwind sailing on the VO65 Sisi . Photo: Austrian Ocean Race Project / Michael Muck Kremtz

Yachts able to sail deeper downwind at angles up to 170° are much better set up for this route. The old racing adage that ‘the shortest distance is invariably the fastest’ holds true on the transatlantic.

The southerly route adds around 300 miles compared to the rhumb line distance of 2,700 miles. That can be made back if avoiding light winds on the direct route, but reaching machines with no angles to play are not going to break any records.

This year the trades began gently and built steadily until yachts were seeing 20-25 knots and positively barrelling down westwards.

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Exhausted crew at the stern of the VO65 Sisi . The crossing was a full-on racing exercise, and hard, intensive work. Photo: Austrian Ocean Race Project / Michael Muck Kremtz

A common complaint was that life on board was very rolly. Many crews found the motion of building seas and fast sailing an unpleasant surprise, making daily tasks and sleeping quite hard work.

These conditions put boats under strain, and cause breakages. “But it’s really what we would expect, given the strength of the wind,” comments WCC’s Wyatt. “Wear and tear on steering cables, broken goosenecks… That is par for the course.”

Two crews reported bone fractures on board: one person broke an arm during a gybe that went wrong. This was likely because of the strong tradewinds, which made boats roll more.

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Szabi Mohai and his Hydrovane

Szabi Mohai, sailing on a Dutch entry, a Bavaria 49 named Wilson , entered the finish at Rodney Bay steering gingerly with an emergency tiller. The boat’s rudder blade had broken four days earlier.

“It was the middle of the night and very dark when we had a crash and heard a loud bang, and when we looked back we could see [the remains of] the blade in the water.”

The boat momentarily came to a halt; Mohai realised they had hit something. The collision left only a little of the foam filling around the web structure from the stock and they were unable to steer with it.

Happily, Mohai has a Hydrovane, which operates with its own rudder blade and is equipped with a stub handle for a tiller, so the crew was able to use this to control the boat. “That really was our best friend,” he says.

The crew had also broken the bowsprit in rough weather at the start of the rally, when the bow buried in a wave and a fitting holding the anchor failed.

The anchor shot up and sheared off the aluminium prodder. The crew lashed the remaining part back in place with a cat’s cradle of lines, as shown below.

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Repairs to his broken bowsprit

A few boats had encounters with so-called ‘ghost’ fishing nets. One yacht had part of a net entangled on the keel. Another reported passing a very large ghost net that they estimated to be around 50m x 20m in size.

Some of the crews we spoke to were disappointed they had seen very little marine life. Yet others photographed pods of dolphins, reported catching mahi mahi or seeing longtails, so perhaps these sightings were more common on boats where people were handsteering or on yachts without large biminis and sprayhoods?

At least three crews from the ARC+ reported nighttime encounters with other yachts that were unlit. These were not rally boats and did not appear on AIS.

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Dolphins play at the bow of Jeanneau 64 Layla . Photo: Paul Laurie / Point Photography

With lower energy LED nav lights available and modern solar panels able to provide a steady supply of energy, it is hard to understand or excuse.

While the inexorable rise of the cruising catamaran is a very visible trend in bluewater sailing, it is not the only sea change. Another fast-growing movement is the business of vlogging.

Dozens of ARC crews, at least, are dabbling in video diaries and mini documentaries for a wider audience and a handful have followings large enough to monetise through YouTube and provide useful income.

Canadian sailor Lisa McKerracher, who is living on board their new Outremer 5X Biotrek with her partner Pierre Caouette and their labradoodle dog Tiller, is new to the game and began making video diaries for family to follow.

She is seeing an increasing following for her insights into the boat and life on board (the channel is called Biotrek-sailing ). Access to fast 4G/LTE wifi in Europe and through most of the Caribbean islands, and Wi-Fi in most cafes and restaurants has changed how people share their experiences and is giving a huge new audience with less or no sailing experience an enticing glimpse into what life on board entails.

sailing-across-the-atlantic-arc-2019-report-scarlet-oyster-crew-credit-Clare-Pengelly-World-Cruising

Ross Applebey (centre) and crew of Scarlet Oyster celebrate Ross’s fourth racing division win, the third consecutively. Photo: Clare Pengelly / World Cruising

In reality, life on passage is testing. Says skipper Szabi Mohai, “there is something happening every day” – by which he means something to fix or add to the jobs list.

But it is a very different pace than on land, and with an Atlantic crossing comes the satisfaction of knowing that, with every mile covered, the hard part is receding.

First published in the February 2020 edition of Yachting World.

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2021 VOYAGE ATLANTIC OCEAN UNMANNED CROSSING ATTEMPT MAYFLOWER AI
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