Just Launched
Peter Nielsen looks at four new cruising multihulls
A look at four new multihulls
When I boarded Fountaine Pajot’s new flagship, the Alegria 67, at the Cannes boat show last September, the first thing I noticed was that several groups of people were carrying on private conversations in separate lounging and seating areas in the saloon—that’s how big this boat is.
The Berret- Racoupeau design is intended to serve as either a luxurious bluewater cruising platform for a family, or as a high- end skippered charter boat. Of the seven layout options, a private owner would no doubt choose the Maestro version with its opulent master suite that occupies most of one hull. A charter operator might go for the maximum of six double cabins, each with an ensuite heads/ shower, with two crew cabins in the bows. Either can specify galley- up or galley- down versions.
Even with a full complement of charter guests on board, the Alegria would not feel crowded. There’s room for the entire crew to dine al fresco in the vast cockpit that’s open to the saloon, or gather for cocktails on the expansive flybridge with its grill and wet bar. Later, they could chill out in the optional foredeck jacuzzi.
This is one of the French builder’s most impressive large-scale boats yet. You can check it out for yourself at the Miami Strictly Sail show this month.
Another powerhouse French builder, Lagoon, hasn’t exactly been resting on its laurels either. The refreshing of its line-up continues with the introduction of the Lagoon 46, which replaces the long-lived 450. In line with the other recent additions to the range—the 40, 42, 50 and 52—the 46 has a high-aspect mainsail set almost amidships. This permits the VPLP-designed boat to fly a large self-tacking headsail while making the mainsail smaller and easier to handle.
Another feature is the hull design, which is slim below the waterline but employs pronounced chines above to improve interior volume. So effective is this that the 460’s forward bunks—which usually come off secondbest—are as wide as those in the after staterooms. The usual three- or
four-cabin layouts are available, each with en suite heads/showers.
The galley-up layout features sliding windows to open up the saloon to the cockpit, with L-shaped seating inside and out. The forward cockpit is almost obligatory in production cats these days, but the flybridge, with its central helm position and many square yards of lounging space, will remain the social center when the weather is kind.
Just three of the “old school” Lagoon models remain—the 560, 620 and the immortal (by modern boatbuilding standards) 380. I suspect replacements for one or all of these will be announced soon.
There has also been some action in the three-hull sector. Dragonfly, the builder of high-end swing-wing trimarans, has a new 40-footer in build. The Dragonfly 40 is the Danish company’s biggest boat yet and promises blistering performance—even the smaller models can cruise in the high teens. Renderings of the new boat show a broad, squared-off stern with twin helms, and a central hull containing berths for six along with all the essential cruising equipment. There is a choice of Touring and Performance rigs, both in carbon fiber, and the boat weighs in at a little over 10,000lb ready to sail.
Meanwhile, cruising-tri builder Neel Trimarans has introduced another new model, hard on the heels of the Best Boats award-winning Neel 51. The Neel 47 bridges the gap between the 45 and 51 and shares the same outstanding interior volume and clever use of space as its sisters. There are two large double cabins in the outer hulls, accessible from the cockpit, along with optional single bunks in the bows (ideal for children), and the trademark owner’s suite on the top level. A full-width cockpit, large galley and the walk-through “garage” below the saloon, where machinery and tankage are concentrated, are other trademark features. The boat will make its debut at the annual multihull show in La Grand Motte, France, in April. s
ing even in the forward stateroom. Here you’ll find a proper-sized V-berth that is long enough and wide enough for two normal-sized people to sleep on. As such, it compares very favorably to those modern small cruisers aboard which the forward berth is far too cramped to be useful.
Moving aft to the saloon you’ll not only find a fairly conventional layout, but sufficient space for it to all work properly: included are two full-length settees that can be used as proper seaberths, a drop-leaf centerline table, an L-shaped galley to port and a small chart table to starboard. Granted, the galley is a bit cramped, with a small two-burner Eno stove and a big top-loading fridge whose lid offers the only usable counter space. But again such compromises must be accepted on a small boat. In terms of ambiance, the overall space seems much larger than it is, thanks to all the natural light pouring in through portlights in the cabinhouse and hull sides.
Moving even farther aft there’s a surprisingly large stateroom to port, with great vertical clearance over a large double berth, and to starboard isa small, but very adequate head. Throughout the boat there is morethan-adequate storage, a nice touch. Bottom line: this is a boat that can honestly accommodate four people for extended cruises and six people for shorter trips of two weeks or less.
UNDER SAIL
The sailplan on the Sun Odyssey 319, set on a Seldén mast with canvas by Technique Voile, is quite versatile and can be configured in a number of ways. The standard plan calls for a “classic” slab-reefed mainsail and an overlapping genoa flying on the headstay and sheeting to tracks on the sidedecks in the conventional manner. Another, user-friendly “de-powered” plan boasts an in-mast furling mainsail and a small self-tacking jib forward. There is also an option for a bowsprit, from which you can fly either and asymmetric spinnaker or Code Zero-type headsail. Finally, there is a third alternative (and the one I would personally favor) the classic mainsail with a self-tacking jib and the sprit for flying big lightwind sails both upwind and down.
Unfortunately, we had the de-powered sailplan on our test boat, which I have to say, you should only specify if you are physically incapable of handling anything more. On a boat this size conventional sailhandling chores will never seem onerous, and the reward of a conventional main, in particular, cannot be overstated. In our case, with a roachless main and a tiny sliver of a jib sailing in 8-10 knots of wind, we struggled to get moving at better than 5 knots. Most of the time we were in the low-to-mid 4s and quickly fell below that when we turned downwind.
Toward the end of the test we saw a steady 12 knots of wind, and I was able to get some sense of what the boat is capable of. The good news is that at all times the boat felt both nimble and light. (Although, again, she definitely wanted more sail than we were flying.) In the stronger wind, we brushed 6 knots sailing at an apparent wind angle of 45 degrees, which dropped off to just below 5 knots when we pinched to 40 degrees. Our test boat, which came with the fixed keel, also tacked easily and lost little way coming through the wind. Bearing away in a puff onto a shallow broad reach we were able to keep the needle hovering at 5 knots.
UNDER POWER The only powerplant available is a 21hp Yanmar diesel set over a saildrive, with a Flexofold folding propeller available as an option. Unfortunately, the engine space is where the small size of the boat is most noticeable, as it is cramped enough to make routine maintenance a challenge. Access to the oil filter, for example, is poor, and to gain full access to the raw-water pump impeller housing you need to first remove the battery.
Underway, we made 5.6 knots at a cruise setting of 2,200 rpm and topped out at 7.8 knots with the throttle wide open at 3,700 rpm. With her twin rudders, she’s one of the quickest turning sailboats I’ve handled and also backed down very well and in full control.
CONCLUSION
For anyone looking for a modern compact cruising sailboat this is a hard vessel to ignore. With its versatile sailplan, deep and shoal-draft options, comfortable spacious cockpit and eminently functional interior, the Sun Odyssey 319 makes for a great starter boat for a young family or a couple. It would also be a great retirement boat for older sailors looking to downsize from something larger. s
Rock-solid stainless steel handrails running the entire length of the cabintrunk should serve as an object lesson for the industry as a whole. The two large Dorades—yes, Dorades, adequately sized even!—come complete with their own stainless steel cages that also serve as fantastic handholds. The list of nice touches aboard the Island Packet 349 goes on and on. This is a true “sailor’s boat” throughout, and it shows.
ACCOMMODATIONS Belowdecks, the quality of the workmanship is right up there with that on deck. Aboard our test boat, the joinerywork was all in a cedar veneer with an L-shaped galley to starboard of the companionway that included a Force 10 stove and top and bottom front-opening Vitrifrigo fridges. Immediately forward of that were a pair of swiveling bucket seats divided by a small table facing a more conventional settee to port. A breaker panel located alongside the aft-most of the two swiveling seats, makes it a good place to navigate and conduct the ship’s business.
The forepeak cabin aboard our test boat was located just forward of a wonderfully spacious head to port, and included an offset double berth to starboard, with other berth options available. Speaking of options, one of the hallmarks of the new Island Packet business model is that the company regards all of its new builds as being “semi-custom projects.” This means customers can specify everything from the layout to the seats in the saloon to the countertop material.
Two things you get no matter what layout you choose are LED lighting throughout and a plethora of well-placed handholds. Aboard our test boat, there was also a nice big storage area aft of the galley across from the sizeable quarterberth to port—yet another nice touch given how vital storage space is aboard pretty much any cruising boat.
UNDER SAIL
As fate would have it, there was little if any wind on the day of our test sail—perfect conditions for the Island Packet 349. What’s that? you say. Island Packets are not exactly renowned for their light-air performance. Ah, yes. But that was before the advent of the new Solent rig.
Hoisting sail—which aboard our test boat consisted of the Quantum laminated performance canvas, complete with full-batten main—we immediately unrolled our Code Zero and were soon doing 3.5 knots at a 50 degree apparent wind angle, generating all of 9 knots of apparent wind out of seemingly nothing. The boat also came about without hesitation, despite our having to roll up the Code Zero in order to get it over to the other side of the boat as we passed through the eye of the wind.
At one point we actually found ourselves drag-racing a similarly sized lightweight European model (whose identity shall remain unknown) and coming out the winner. Granted our competitor was handicapped by an in-mast furling main and blade jib. But hey, that’s exactly why Island Packet decided to go with this new rig in the first place, so that the boat could keep moving in a drifter—one of the more satisfying experiences there is, especially aboard a cruiser with a D/L of 278 and 19,300lb of displacement.
Of course, being an Island Packet, the boat will also not only stand up to a blow, but provide a nice seakindly motion as it does so—the mark of a true seagoing cruiser. Kudos to the folks at IP for making their new 349 a boat that sails equally well in all conditions.
UNDER POWER Motoring back to the marina, our test boat managed 5 knots into a slight headwind with its Yanmar 45hp common-rail diesel turning over at 1,500 rpm. Revving up to 2,000 rpm brought us up to a nice passage speed of 6 knots, with plenty of engine power to spare.
One of the often overlooked plusses of a heavier-displacement boat is the fact that it can also make for nice, predictable close-quarters maneuvering, since windage is less of a factor. Aboard the Island Packet 349, this close-quarters maneuvering was made easier still thanks to its having a Jet Thruster up in the bow—a variant on a conventional bow thruster that, among other benefits, requires a much smaller aperture.
CONCLUSION
By now, it should come as no surprise that I liked this boat a lot. Belowdecks, topside, on the hook or under sail, the IP 349 is a pleasure to be aboard in every sense of the word. It’s good to see Island Packet back in action again: all the more so, since given the amount of interest the boat generated at last fall’s Annapolis, we’ll likely be seeing a lot more of the company in the years to come. s
Pender Harbor. It’s closer.”
Unfortunately, zooming in and out and moving the cursor around, I had no luck finding it. (“Yes,” Jerry told us later. “It’s not labeled on the electronic charts. You have to look for Charles Island or Garden Bay.” Thanks, Jerry).
I therefore picked what looked like a large indentation on shore and told Judy to steer for it, as I went below to get out the iPad (hats off to Navionics) and finally locate both us and Pender Harbor. Unfortunately, we were nowhere near the latter, but were instead headed for Jervis Inlet, 90 degrees off. I shouted to Judy to change our heading, came up to replot a course and took over the helm again.
When we finally cleared Charles Island, I was soaked from water pouring down the front of my foulies. During one of my breaks I went below and started hailing some of the loca marinas—everybody in those parts answers on 66A. I hailed three different marinas and nobody answered. Strange. It then occurred to me that the radio had beenvery, very quiet for some time. I tried calling Victoria Coast Guard for a radio check. They didn’t answer.
“I don’t think the radio’s working,” I shouted up to Judy, trying to not let my concern show as I wondered what I would do if we had needed to send a distress call.
“Try the cell phone,” Judy said. Like I said, she’s less prone to panic.
Dialing up John Henry’s Marina, they answered immediately and told us they had a slip for us, where we tied up for the night and immediately encountered crew from a half dozen other boats all making an unscheduled stop and complaining about, “the worst damned weather” they’d ever seen. “Wasn’t it supposed to be five to 15 and diminishing?” they all said.
At this point we were still both drenched, and because of the previous days of rain the interior of the boat was damp all over as well. I was resigned to just being wet when Judy asked, “Don’t they have a laundry here?” “Yes,” I answered, “But I’m cold and wet, not dirty.” “I’ll go use the dryer. Do you have any loonies?” Like I said. A disabled depthsounder was troubling, but we had bought a smaller, “portable” backup at Judy’s insistence. Unfortunately, upon unwrapping it, I found it couldn’t be simply dropped overboard, but had to be mounted when the boat was out of the water. We decided the rest of the trip would involve deep harbors with mooring buoys. Hopefully.
A reboot thankfully brought the radio back up and also brought a stern rebuke from Victoria Coast Guard for doing a radio check on 16. “Please use 83 Alpha for radio checks in the future, sir.” Those Canadians, always so polite. Monday’s weather forecast was for light winds and an end to rain “by noon.” A six-boat convoy left Pender Harbor, everyone still on edge. It stopped raining at 1150, and we could have water-skied across the Strait of Georgia. Our apologies to Canada for not flying a courtesy flag the last couple of days out. s Gene Helfman and Judy Meyer are retired conservation biologists with 40 years sailing experience in Hawaii, the Caribbean, Florida and the Pacific Northwest. They live on Lopez Island, Washington