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Swan 128 – All Maxi

BARBARA BORGONOVO — Thu, 05 Mar 2026 12:40:55 +0000

Performance under sail, volume, comfort on board, ease of handling. The latest addition to the Swan family is Maxi in every way

by Niccolò Volpati – photo by Stefano Gattini/Studio Borlenghi

The aeroplane taking me to Kokkola is small. There are only 17 rows, and unfortunately, I am sitting next to the propeller, which is clearly visible outside the fuselage. Despite this, I manage to fall asleep. Aeroplanes have the same effect on me as moving cars do on newborn babies. When I wake up, we are descending. The airport is close. Looking down, I see a massive pile of neatly stacked wooden logs at the end of a pier.

The raised ward room, accessible via an extra-large entrance companionway, offers three levels of natural light with panoramic views both standing and seated. The two areas, clearly divided between the saloon and dining area in the standard version, offer numerous customisation options, including day beds to enjoy the large hull windows even while sailing. The TV lounge can be converted into a large dining room seating up to ten guests.

The owner’s apartment features a full-beam cabin and a bathroom. There are endless possibilities for customisation, given the spaciousness of the rooms and the reduced structural constraints of the area, which is well defined by regular-shaped bulkheads. The various guest cabins can be configured in different ways, with single or double beds, additional pullman beds, and bathrooms that can be equipped with a bidet.

Misa Poggi.

Misa Poggi has created an optimal, flexible layout for the interiors, with a spacious owner’s apartment in the bow and a generous crew area in the stern.

Sailing boats are not the only productive activity in northern Finland; there is also a large paper mill. After all, the forest is dense, stretching as far as the eye can see. Below me, there are only trees. This isn’t my first time visiting Nautor Swan, 500 kilometres from Helsinki, but I always find it hard to get used to two peculiarities: the few people around and the sun that never sets, even at midnight. And another one is added to these: Swan 128. It’s not strange because it’s eccentric, but because it’s very large. Swan has only ever built one boat longer than this one. It was 2006, and the model was the Swan 131. “At our Pietarsaari facility, we can build a maximum of 148 feet. The design is already there, everything is ready, and, as always, it was created by Germán Frers”, says Giovanni Pomati, Chief Executive Officer of Nautor Swan.

Over the last ten years, the collaboration between Studio Frers and the shipyard has resulted in the completion of 13 projects,
seven of which are over 80 feet in length.

Like all Swans built between 1981 and the present day, the 128 was designed by Germán Frers. “The waterlines are optimised for true winds of between 8 and 10 knots, but this is obviously a boat that can sail in all conditions”, explains the designer. The philosophy remains the same, and this maxi is no exception: it is a comfortable boat, ideal for long stays on board and extensive sailing in all the world’s oceans. In two words: performance under sail and comfort on board. The deck, designed by Lucio Micheletti, features a cockpit divided into three areas. Close to the deckhouse, protected by a retractable sprayhood, is the classic configuration with two C-shaped sofas and tables for guests. Towards the stern, the space is left clear to allow for customisation according to the owner’s preferences. The stern, in addition to a garage that can accommodate a four-and-a-half-metre tender, transforms into an extensive beach area to be used at anchor. The central area of the cockpit is dedicated to manoeuvring. The steering wheels are positioned forward to ensure maximum control, both of the sail adjustment and of everything around the 39-metre-long hull.

The moderate heel, around 20° in optimal conditions, also offers considerable comfort when sailing, making every part of the boat accessible without acrobatics. The generous sail plan, as always with Frers’ designs, provides the power needed to make the ship lively and fun even in light winds, while remaining docile and controllable even when conditions become more challenging.

The Swan 128 has impressive deck equipment, especially given its size. The jib is self-tacking and, with captive winches and electric winches, it is not difficult to imagine that it does not require a large crew to sail and manoeuvre it. The only thing that didn’t convince me entirely was that I would have liked a few more centimetres of floor space behind the two rudder wheels. There is plenty of space, of course, but there is a step that could cause you to lose your balance if you move back slightly while steering. This doesn’t necessarily happen, but perhaps a few more centimetres could be provided for the helmsman on a 39-metre hull.

The deck plan clearly separates the forestay from the Code Zero. The sleek, sculpted deckhouse, albeit in a semi-raised saloon configuration, gives the boat a distinctly sporty feel.

Germán Frers.

Let’s be honest, handling a very large sailing boat is never easy. However, Germán Frers and the shipyard have found a solution. The rudders are large to make manoeuvring easier, even at mooring. Large rudders can, however, be synonymous with friction and therefore make sailing more difficult. The Swan 128, however, has a system similar to that of a bicycle, allowing a ‘full rudder’ when manoeuvring in port and a ‘reduced rudder’ for sailing. This is all thanks to two gears and two cogwheels that act as a reduction gear when needed. It feels the same as a car with power steering. Steering is effortless, partly because course corrections are minimal when sailing. You really feel as though you are on board a smaller, more agile boat than the Swan 128’s 39-metre-long hull.

Giovanni Pomati.

The polar curve indicates that, in strong winds, the Swan 128 can reach 17 knots.

Not only is the performance impressive at the helm, but the sensation you experience is too. There is almost no drag, as evidenced by the practically non-existent wake. The hull sits perfectly parallel to the water’s surface, making full use of the waterline length. Furthermore, the system designed specifically for rudders makes steering very easy. I am on board a 40-metre boat with a dry displacement of 123,000 kilograms, yet I feel like I am on a hull half the size. It is very manoeuvrable and responsive. Even the slightest course corrections are never a problem. The wind was not particularly strong. We sailed at speeds of between six and eight knots true wind and, with the mainsail and jib, we managed to reduce the apparent wind angle to 27°. With a true wind of 6.6 knots, the instruments showed a speed of 9 knots. When the wind picked up slightly, widening the sailing point by a few degrees, we exceeded 10 knots.

Maxi Swans are made entirely of carbon fibre. The technology used is sandwich lamination with carbon fibre fabrics pre-impregnated with epoxy resin, using Sprint technology, and a Corecell core, produced and engineered by Gurit. The process involves post-curing in an oven for approximately 18 hours, with a characteristic curve reaching 90°, and is divided into two main phases, plus a third final phase.

Frers’ design allows a heel of no more than 20° in optimal conditions, resulting in remarkable comfort when sailing. The interiors are the result of collaboration between Frers, the shipyard and architect Misa Poggi. The volumes are so large that there is considerable scope for customisation. In this case, the owner chose to dedicate the central part to the living area and move the dining area towards the bow. The entire bow is dedicated to the master cabin and is located well away from the crew area, which is located at the stern. However, this is not a sacrificed area, far from it. The cabins are spacious, as is the living area, and the galley is also located in the stern. To access the crew area, the ladder is located in the centre of the cockpit, between the two steering wheels, to be separate from the companionway below deck for the owner and his guests.

The cockpit features the typical three-area layout characteristic of all Swans. The forward area, close to the deckhouse and protected by a sprayhood and bimini, is reserved for guests. The central area of the cockpit includes all the elements for sailing the boat, from the forward-positioned, panoramic steering positions to the winches for controlling the sails. The entire stern is dedicated to the beach club, which connects seamlessly to the large platform.

NAUTOR SWAN
Pietarsaari, Finlandia
Nautor Swan Srl
Viale San Bartolomeo,362
I-19126 La Spezia
www.nautorswan.com

PROJECT
Frers Naval Architecture & Engineering (naval architecture) • Lucio Micheletti (deck) • Misa Poggi (interiors)

HULL
Length 38.98m • LWL 35.94m • Beam 8.65m • Draft 4.70m • Lifting keel draft 3.70/5.70m • Light mass displacement 122,800 kg • Full mass displacement 136,200 kg • Ballast 39,500 kg • Fuel tank volume 5,500 l • Water tank volume 2,650 l • Main sail 443.80 m² • Genoa 401.50 m² • Spinnaker 1,180 m²

MAIN PROPULSION
405 kW (550 hp)

EC CERTIFICATION
CAT A

PRICE*
Starting at 21,000,000 € Ex-RIG, EX VAT

*The price refers to December 2025

(Swan 128 – All Maxi – Barchemagazine.com – Excerpted from Barche, December 2025)

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Nautor Swan announces first Swan 51 sale in the USA

BARBARA BORGONOVO — Mon, 22 Dec 2025 09:51:48 +0000

At the end of 2025 season, Nautor Swan confirms the success of its latest performance cruiser with the first sale of the Swan 51 model in the United States. The sale was managed by Ken Keefe to a first-time Swan Owner.

“Nautor Swan has a long and successful history in the United States”, said Giovanni Pomati, CEO of Nautor Swan. “During the first thirty years of our company, the US was one of our most important single markets. Sailing has always been deeply rooted in American culture, and our recent results confirm this connection. We have sold more than sixty Swan 48 yachts worldwide, with the United States representing our strongest market, accounting for eleven units. Significantly, the majority of these yachts were purchased by new owners entering the world of sailing for the first time”.

The 51-foot segment of the leisure yachting market offers the ideal balance between performance, comfort and ease of handling. At approximately fifteen metres in length, the Swan 51 is designed to deliver serious cruising capability while remaining manageable with a small crew. The model also carries strong heritage value: the first yacht designed by Germán Frers for Nautor Swan was a Swan 51, launched in the 1980s.

Following its successful debut at the Cannes Yachting Festival, the Swan 51 Dual Energy will be showcased at Boot Düsseldorf in January, where it will be exhibited in Hall 16 alongside the ClubSwan 28.

As part of its continued investment in the North American market, Nautor Swan has recently strengthened its US sales organisation with the appointment of Alexander Hyde as Sales Manager for the United States. Based in Boston, Hyde brings extensive experience in sailing, refits, rigging and high-performance racing yachts. He joins the established US team of Ken Keefe, based in California and representing the brand for decades, and Kevin O’Conor, based in Florida, supporting Nautor Swan’s long-term growth strategy in the region.

(Nautor Swan announces first Swan 51 sale in the USA – Barchemagazine.com – December 2025)

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Outremer 64 and Outremer 57: evolution of a performance philosophy

BARBARA BORGONOVO — Mon, 15 Dec 2025 11:17:29 +0000

With the launch of the Outremer 64 and Outremer 57, the French shipyard continues to refine its long-standing vision of bluewater cruising, combining performance, reliability and durability. These two new catamarans represent different expressions of the same DNA, developed through forty years of experience in offshore multihulls.

Designed for extended periods at sea, both models place emphasis on natural light, ventilation and functional ergonomics. Interior layouts favor fluid circulation, contributing to safety underway and ease of life at anchor, while maintaining a clear focus on sailing efficiency.

Outremer 64

Positioned at the top of the range, the Outremer 64 marks a significant step in the shipyard’s evolution. Conceived as a bridge between Outremer’s performance-driven cruising heritage and the semi-custom yacht approach developed within the Grand Large Yachting group, the 64 benefits from close collaboration with the Gunboat teams.

The exterior design by Patrick le Quément gives the boat a balanced and contemporary profile, with controlled volumes and a low center of gravity. Although measuring 64 feet, the interior volumes are comparable to those of larger multihulls, without compromising weight management or sailing characteristics.

The layout allows for the presence of a professional crew if required, thanks to an independent skipper’s cabin and well-defined circulation paths. Living spaces include a protected cockpit, a bright saloon with panoramic glazing and a generously sized owner’s cabin. Particular attention has been paid to modularity: the “My Free Space” concept offers multiple configurations, allowing owners to adapt the boat to different cruising programs.

From a technical standpoint, the Outremer 64 features carbon daggerboards and mast, a refined sail plan and twin helm stations. The result is a catamaran designed to maintain performance and comfort even when fully equipped for long-distance cruising.

Outremer 64 – Technical specifications (preliminary)

Overall length (LOA)	20,52m
Floating length	19,25m
Width overall	8,90m
Water draft	1,50 / 3,20m
Displacement	21,2 / 28,7 t
Diesel	930 l
Water	700 l
Mainsail	134m²
Staysail (Trinquette)	37m²
Solent	69m²
Genoa	89m²
Gennaker	273m²
Spinnaker	306m²

Outremer 57

The Outremer 57 follows in the wake of the Outremer 55, refining a format that has become emblematic of the brand. Its lines are clean and restrained, reflecting a design intended to remain relevant over time rather than follow short-lived trends.

Conceived for owners sailing with a small crew, the 57 prioritizes simplicity and balance. The interior has been reworked to improve storage capacity, technical access and load management, all key aspects for ocean passages. The connection between cockpit and saloon is particularly fluid, while the helm station benefits from improved ergonomics and visibility.

Natural ventilation is enhanced through additional hatches forward and to the sides, contributing to onboard comfort in warm climates. The galley and central island have been redesigned to support daily life at sea over long periods.

Equipped with daggerboards, a carefully controlled displacement and a sail plan derived from the Outremer 55, the 57 remains faithful to the brand’s reputation for efficient, forgiving performance. The emphasis is not on extremes, but on consistency, ease of handling and the ability to sustain high daily averages during long passages.

Outremer 57 – Technical specifications (preliminary)

Overall length (LOA)	17.37m
Floating length	17.07m
Width overall	8.30m
Water draft	1.36 / 2.58m
Displacement	14.24 / 19.75 t
Diesel	600 l
Water	540 l
Mainsail	105m²
Staysail (Trinquette)	29m²
Solent	48m²
Genoa	67m²
Gennaker	140m²
Spinnaker	220m²

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Dufour 48 – I want to be Free

BARBARA BORGONOVO — Tue, 25 Nov 2025 08:41:41 +0000

It performs well under sail and delivers a good level of comfort, both above and below decks. Everything that you need for spending time onboard on an enjoyable cruise

by Niccolò Volpati

It can feel strange to go on board a boat like the Dufour 48, especially as summer is arriving. You’re just starting to feel the heat, and your skin begins to burn after a few hours in the sun. I was still not accustomed to the intensity of late I found it challenging to keep my eyes fully open. And if you add a setting like Palma de Mallorca to the mix, and a wind of around twenty knots, you’ve got everything you need. I was taken by a strong desire for the sea, for holidays, and to go cruising. Those were all feelings that are accentuated by the Dufour 48.

I volumi interni sono notevoli, tanto da far venir voglia di rimanere a bordo a lungo. Merito degli allestimenti e di alcuni dettagli che amplificano la sensazione di spazi voluminosi.

I know that’s something often said, but I mean it: the interiors and deck give the impression that you’re on a much larger boat. There is an excellent balance between furniture and open areas, giving an impression of substantial volume. The cabins, living spaces, dining areas, and sun pad are all areas where you can be sociable or seek privacy if desired. There are two tables on extendable legs in the cockpit, each of which creates a sun pad when combined with the benches. The only drawback is that the bench backs are short, which can make them a bit uncomfortable when sitting down. The seats right in the stern can be transformed in multiple ways. When underway, they work best as a single long sofa that stretches right across the beam. However, when at rest, the centre part can be extended forward to create a further two-person sun pad. The transom tilts outwards to create a substantial swimming platform. The aft sofa hides the grill unit, which can be used from that platform.

Diesel or electric?
Dufour has planned two types of propulsion for the 48: a traditional option with a standard 57 horsepower diesel engine or an 80 horsepower engine, and an Odsea package. This system consists of a 25 kW electric motor, 32 kWh of lithium-ion batteries, a 14 kW generator, a hydrogen generator, and 1,300 W of solar panels. The boat I tested had this version and, with the hull sailing at almost nine knots and the sunlight on the panels above the hardtop, we even managed to charge 2 kW. It is a highly efficient system that utilises renewable sources, including solar energy from the panels and hydro-generation, which acts on the engine propeller. In electric mode, with the batteries fully charged, the range is six hours at a speed of six knots. On balance, then, about 36 miles. For cruising, however, more is needed, and then the 14 kW generator kicks in. These renewable sources are fascinating because they provide a lot of energy. Recharging 2 kW means that, while sailing and therefore without the alternator running, you can always have batteries available for use during daytime or nighttime stops. It is a system that enables you to extend your cruising range by allowing you to stay away from the harbour quay. I’m not totally in agreement about using this energy for propulsion, given that the electric range is only 36 miles. I prefer a traditional diesel engine for propulsion and renewable sources, such as solar panels and a hydrogenerator, to power the service batteries, rather than relying on 220V from a quay or a noisy generator.

The version of the Dufour 48 I tried had a fixed hardtop, but that’s an optional feature. You don’t have to have it, but I would say it doesn’t get in the way too much and is helpful because it protects the entire cockpit area from the sun, sitting on a very solid stainless-steel structure. It also features two windows, allowing you to check the sails from the wheel positions. The fact that you can stand on the hardtop means that it is easier to furl the mainsail and stow it in the lazy bag, while the stern support structure, which is also in stainless steel, folds down to recover the tender, meaning you don’t have to leave it in the water and tow it. For the foresail, you can choose from a genoa on the furler or a self-tacking jib. There is a split backstay to ensure it doesn’t get in the way on deck, and the winches are set forward of the wheels and outside the main cockpit well.

Odsea Pack is a system with a 25 kW electric motor powered by a generator or renewable sources such as solar panels and hydro-generation.

The area below decks is also pleasant to be in. The master cabin in the bows is substantial, with plenty of room for storage and even bookshelves. The bathroom is divided into two, with the wc and basin on one side, and to starboard a shower room. Just as soon as you go below decks, you find yourself in the living area, with the dinette and the hexagonal dining table. The choice of shape is deliberate, as it is a good-sized table but doesn’t block the passage. The galley is located aft of the master cabin and makes the most of the available space. The keel-stepped mast is set twenty centimetres or so from the master cabin bulkhead. The dinette feels like a more open and spacious area. Without that gap, the cabin would be a few centimetres bigger, but everything would have seemed a bit more restricted.

Moving aft, there are two mirror-image double rooms with ample headroom and a second bathroom that lacks a shower cubicle. And then there is the last cabin, with fold-down berths and room for a washing machine – a smaller room that is perfect for a sailor or children, or just as a place to stow things and keep everything tidy. As I said earlier, my eagerness to slip moorings and spend some time sailing the Dufour 48 was increased by the conditions we had at Palma. There was a nice, stable wind of between 16 and 18 knots, making it a perfect day for sailing. Umberto Felci’s design project proved to be a success. This is a cruiser, but that doesn’t mean it can’t be thrilling when under sail. As close to the wind as possible, we achieved 7.7 knots, and by bearing away at 60 degrees, we reached speeds of up to 8.5 knots. That improved with the gennaker up, increasing from 9.5 to over ten knots as we moved from a beam reach to a broad reach. The wind and waves made the helm quite stiff, but not excessively so. The boat held its course and was also reasonably responsive when we had to manoeuvre through the waves on the beam and prevent it from gybing.

The deck layout allows for easy transformation of outdoor spaces. The result is a boat that is functional for sailing and comfortable at anchor.

DUFOUR YACHTS
La Rochelle, Francia
www.dufour-yachts.com

PROJECT
Felci Yacht Design e Ardizio Design (interiors)

HULL
LOA 15.29m • Length 14.32m • LWL 13.35m • Maximum beam 4.85m • Light mass displacement 13,900 kg • Ballast 3,850 kg • Draft 1.75m • Fuel tank volume 250 l • Water tank volume 530 l • Main sail 64 m² • Genoa 53 m² • Self-tacking Jib 42 m² • Gennaker 180 m²

MAIN PROPULSION
Odsea+ Pack • Hybrid/electric • Outlet mechanical power 25 kW • Lithium batteries 32 kWh • Generator 14 kW • Hydrogenerator 1.5 kW • Solar panels 1,300 W • Converter 6 kW

EC CERTIFICATION
CAT A

PRICE*
Starting from 432,000€ Excl. VAT equipped with Pack ODSea and a 14 kW generator. Starting from 355,000 €, powered with a 57 hp engine

*The price refers to September 2025

(Dufour 48 – I want to be Free – Barchemagazine.com – Excerpted from Barche, September 2025)

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Grand Soleil Blue – Set the course for sustainability

BARBARA BORGONOVO — Wed, 12 Nov 2025 14:22:21 +0000

Design, efficiency, and technology all come together in the Grand Soleil Blue, a sailing boat equipped with an auxiliary electric motor, which has its sights set on the future of the weekend cruiser

by Joseph Culicchia

We tried out the Grand Soleil Blue, whose naval architecture was designed by Matteo Polli, and whose interiors and deck are the work of Nauta Design. It is 11.30 metres long overall, and the hull is 9.99 metres, giving it a natante small boat classification. The beam reaches up to 3.70 metres, providing ample room, and the draught is 2.20 metres. The mast is set well back, allowing for a sizable jib, while the mainsail features a square top.

The GS Blue is also ideal for enjoying a day or a weekend at sea. The sun deck at the stern can be extended to provide additional space during harbour stops. The interior is not exceptionally spacious, but it features a sofa that converts into a berth, a small galley and a bathroom.

The boat features a streamlined shape with a wide and spacious aft section. The sun pad, which is also comfortable for use while underway, is fitted with sofas aft of the two wheels on the stern. With such a wide stern, the wake is flat, and that makes it comfortable when sailing. You can add lifelines in carbon fibre or Dyneema, and the stanchions can be left up or taken down as you like. The design of the boat reflects the vision of the engineer who, as an enthusiast and competitive sailor, has made the boat fast, using a different concept from the two preceding models.

The boat was made using thermoplastic resin, a recyclable technology developed by NL Comp. Through a chemical process that does not require heat, the resin can be melted and separated from the glass fibres. This enables the fibres to be cleaned and reused.

The sloping cross-trees make the boat very pleasant, even when manoeuvring. During the test at Malcesine, located on the northern shore of Lake Garda, we experienced flat water with the southern Ora wind varying from 10 knots upwards, accompanied by gusts of up to 19 knots. One of the first things I noticed was how easy it was to handle the boat, even without assistance from others, thanks in part to the self-tacking jib and furler. The foresail is fitted with fabric sliding sails. All of the halyards run through to the stern, and there is no need to go forward to raise and trim the mainsail on the cleats around the mast. A significant aspect of this approach to yachting is that the winches are electric, allowing the mainsail, jib, and jennaker to be raised and lowered easily.

When running on the quarter, at an angle of 130–155°, the boat performs well without any sudden bursts of speed in gusts, which is consistent with a hull designed for comfort. When sailing close-hauled (40° TWA), the result is surprisingly good for a cruising boat: speeds of around 6.5–7 knots can be achieved.

The boat was perfectly set up for the weather conditions during our test, featuring a full-batten mainsail (38 m²) without reefing, a jib (26 m²), and, while going downwind, a 100 m² jennaker. It also has a code zero and genoa. The sails have been made from thermo-plastic materials produced by the OneSails firm, and the 4T FORTE are the first “green sails” in the world. The membranes and their assembly are designed to satisfy the highest standards in terms of environmental impact and recycling options. Sailing close hauled was pleasant, with an angle of 40 degrees and 15 knots of wind, it maintained a speed of between 6 and 7 knots. We got to 10.4 knots on a broad reach. Going downwind, the boat tilted to an angle of 130/155 degrees with an average speed of 8.5 knots.

The choice to fit a double wheel was, I would say, in line with the concept of favouring comfortable movement on board; even though, while manoeuvring, I would have preferred a single wheel to get greater precision when coming out of a manoeuvre. The boat is built using a new generation thermoplastic resin, which emerged from R&D by NL Comp, a firm specialising in sustainable innovation in the nautical sector. In contrast to traditional resins, this material is completely recyclable at the end of its life cycle. Using a chemical process which does not require heat, this resin can be liquefied and separated from the glass fibre that composes the structure. Once cleaned, the fibres can be reused for new applications, significantly reducing the environmental impact and promoting a circular economy even in boat building.

They have also paid attention to sustainability with the innovative 6 kW system by e-Propulsion, which is driven by 8 kW lithium batteries for optimal duration. Furthermore, the boat is equipped with a hydrogenation system that integrates with the propeller and propulsion pod, allowing it to generate 250 watts at a speed of six knots. To complete the system, solar panels provide an additional 340 watts, contributing to a greater range and making the boat even more eco-friendly. The naval architect Matteo Polli, a yachtsman and designer of this and a lot of other Cantiere del Pardo sailing boats, talked about this aspect: “The batteries that feed the electric engine can recharge from solar panels on the foredeck, or when back at the quayside, using a quick charge of around half a day to top it right up, with 230-volt cables. The system has also been designed to recharge using hydrogenation while underway; that way, the propeller recharges the battery when it turns, like an electric car going downhill”.

Hydrogenation is necessary because if you limit your use of the propeller during the day, the energy obtained from it while sailing will allow you to return to port with the batteries in the same condition as when you left. Solar panels enable charging during the week. Let’s assume that the boat is only used at weekends. Thanks to the solar panels, the batteries are fully charged by the end of the week. This means that it is not necessary to connect to the shore power supply to ensure the propulsion system is ready for use. It is also possible to recharge the batteries using a cable and a charging station.

The standard battery pack enables the GS Blue to travel approximately thirty nautical miles at a speed of around five knots, which translates to around six hours of continuous engine use. With the double pack, that increases to twelve hours. The Solbian photovoltaic system, which produces approximately 340 watts, is seamlessly integrated into the deckhouse and is designed to be walked on, featuring an anti-slip finish for added safety. In addition to recharging the engine battery pack, this system can transfer excess energy to the pack that powers on-board hospitality services, ensuring an optimal balance of loads and improved overall energy efficiency. If you use the solar panels alone, it takes around a week to completely recharge the batteries, which aligns with the design project’s idea of having them recharge before going out again on the weekend, without needing to set up a cable on the quayside. There is also a separate battery pack, which is distinct from the engine’s battery, due to safety and ease of use considerations for the electric winches. This allows you to raise the sails with minimal effort while sitting in the cockpit.

«The entire project was designed to facilitate the easy separation of materials, including wood and steel. To recycle a boat, the materials must be separated without incurring excessive costs». Matteo Polli

CANTIERE DEL PARDO
Via F.lli Lumiere 34
I-47122 Forlì (FC)
T. +39 0543 782404
www.cantieredelpardo.com

PROJECT
Matteo Polli (naval architecture) and Nauta Design (interiors and superstructure)

HULL
LOA 11.30m • Length 9.99m • Maximum beam 3.70m • Draft 2.20m • Displacement 3,500 kg • Main sail surface 38 m² • Jib surface 26 m² • Jennaker surface 100 m²

EC CERTIFICATION
CAT C

PRICE*
From 229,000 € Excl. VAT as standard

*The price refers to August 2025

(Grand Soleil Blue – Set the course for sustainability – Barchemagazine.com – Excerpted from Barche, August 2025)

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The new chapter for Elan Yachts

BARBARA BORGONOVO — Tue, 11 Nov 2025 07:30:37 +0000

Elan Yachts unveils a new ultimate bluewater yacht range, starting with the Elan SixtyFive, designed for fast sailing and built with the latest carbon technology.

This launch marks a new chapter for Elan, combining 80 years of heritage in boatbuilding with advanced composite engineering. The new carbon-epoxy range begins with the SixtyFive and will expand to include seventy-three and eighty-foot models. The Elan SixtyFive is designed for shorthanded or owner-sailed operation, uniting race-bred naval architecture, digital engineering precision, and hand-finished craftsmanship in one cohesive concept.

“Elan has the capability, the people, and the technology to operate at the highest level of composite engineering. The Elan SixtyFive marks the beginning of this new era, combining industrial precision, advanced materials, and design integrity to set a new standard in owner-sailed bluewater performance” said Jeffrey Tirman, CEO of Elan Group.

Designed in collaboration with J&J Design and Guillaume Verdier, the yacht incorporates IMOCA and America’s Cup technology into bluewater cruising. Verdier’s carbon-epoxy hull form and appendages enable planing speeds from 14 knots, while digital load monitoring and a custom IMOCA-style autopilot deliver control, safety, and efficiency.

Guillaume Verdier, naval architect: “Elan is giving us a fantastic opportunity to build an epoxy-carbon-glass mix. It is one of the best compromises we could find: incredibly strong and long-lasting. This cruising yacht will be sailing through time, I believe, and perform really well”.

The SixtyFive combines speed, comfort, and design through functional ergonomics and refined details. Gently sloped companionway stairs, with a height of only 100 cm, ensure easy movement between the cockpit and saloon below deck. Lightweight sandwich-panel furniture reduces displacement without compromising the quality of the finish.

“The Elan SixtyFive is a performance sailing yacht, born from passion for innovation and visionary design thinking, combined with refined hydrodynamic excellence. Developed with cutting-edge simulation tools and winning offshore single-handed racing experience, the Elan SixtyFive embodies precision, ease of handling, and perfect control using tailored software supporting its intelligent autopilot”, said Jernej Jakopin, architect and founder of J&J Design. “After 37 years, we are proud to work with Elan. The Elan SixtyFive distils our vision of the ultimate bluewater cruiser – new, pure, purposeful, and designed with passion”.

For more information visit www.elan-yachts.com/en

(The new chapter for Elan Yachts – Barchemagazine.com – November 2025)

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Winch Design presents the Flowform sailing yacht concept

BARBARA BORGONOVO — Wed, 24 Sep 2025 12:56:45 +0000

Winch Design and Frers Design are proud to unveil Flowform, a brand new 35m sailing yacht concept, debuting on the opening day of the 2025 Monaco Yacht Show. The concept will be brought to life through an immersive visual experience presented by Winch Design in the show’s renowned Design & Innovation Hub.

The Flowform sailing yacht concept captures the seamless rhythm of nature, where light, water, and air move together in harmony. Inspired by the essence of flow itself, she is a sculpted expression of three of nature’s most vital elements, united in one extraordinary design. Her carefully considered size balances high performance with seaworthiness, while offering generous interior volumes that provide both comfort and privacy.

Developed in collaboration with two of the industry’s most respected names, the project brings together Winch Design for the interiors and Frers Design for the exterior design and naval architecture. Flowform is conceived as a high-performance cruising yacht, equally at home on a family voyage or at the front of the fleet in the world’s most prestigious superyacht regattas. With accommodation for eight guests plus five crew, Flowform combines power and performance with sophistication and comfort. A flush deck with a working cockpit positioned aft of the twin steering wheels ensures seamless operation, while a full-beam tender garage accessed via the transom enhances practicality and leisure.

The exterior of Flowform is shaped by dynamic forms in white, teak, and glass, uniting timeless sailing elegance with a forward-looking vision defined by modern technology and sustainability. Performance, silence, beauty, comfort, and energy regeneration are all woven into her DNA. A hallmark of Flowform, the transparent deckhouse is a signature feature, acting as a skylight and illuminating the beautifully crafted interiors below.

The yacht’s interior is an ode to the three natural elements of sailing: the flow of water, the strength of the wind, and the movement of light. This inspiration is reflected throughout in its forms, textures, and materials. Spaces are sculpted by curved lines that channel the movement of wind. Subtle wave motifs are woven into finishes, while soft metallic details evoke shimmering sunlight. A bright, natural palette combines warm timbers such as walnut, koto, and bleached oak, enriched by dark accents, tactile fabrics, and fine leather detailing. The overall design draws guests on a journey through the yacht, each shape and form pulling them deeper into the space.

At the heart of the yacht lies an open-plan living area with salon, dining, and study. The salon is bathed in natural light through glass skylights, offering a direct connection to the sailing action above, while a distinctive ergonomic stepped mast feature adds architectural depth. The study works as a transitional retreat into the owner’s suite, where timber marquetry waves lead guests through the space, adorned by liquid metal accents. A harmony is created between macro architecture and micro design, with grand curved volumes complemented by smaller details such as sculpted furniture lines and bespoke door handles.

The owner’s suite is atmospheric and warm. Its signature feature is a curved Foglizzo & Winch Design leather headboard that envelopes the bed and bedside tables, creating an intimate and calm space. Overhead, a wave-inspired ceiling design with a skylight brings light into the room and frames a view of the sails above. The ensuite bathroom continues this contoured narrative, with a sculptural floating wooden vanity and a distinctive detailing enhancing the sense of organic elegance.

(Winch design presents the Flowform sailing yacht concept – Barchemagazine.com – September 2025)

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YYachts announces new Y7

BARBARA BORGONOVO — Fri, 12 Sep 2025 10:14:11 +0000

Popular model gets a refresh by legendary yacht designers judel/vrolijk & co. Smart upgrades elevate comfort and performance of the new YYachts Y7

YYachts, renowned German builder of premium carbon sailing yachts, is pleased to announce an exciting new chapter for its celebrated Y7 model. In collaboration with legendary yacht design firm judel/vrolijk & co, the Y7 will soon receive a comprehensive model refresh that further elevates its performance, comfort, and aesthetic appeal.

Since its debut, the Y7 has set new standards in the 70-foot class, praised for its lightweight construction, effortless handling, and sleek minimalist design. With almost 20 units sailing worldwide, the Y7 has become a signature vessel in YYachts’ portfolio — now it’s time for the next evolution.

The refresh, led by judel/vrolijk & co, one of the most influential naval architecture teams in the world, will introduce a series of subtle but significant refinements. Michael Schmidt, Founder of YYachts comments: “The Y7 has been an outstanding success and a leader in its segment. When you make something really good and your customers are extremely happy it is difficult to make something better. But we felt it is time to evolve the Y7: we are modernizing the yacht to keep it up to date and ensure it remains a statement — elegant and unmistakably ahead of its time”.

The new Y7 introduces a series of smart design and functional upgrades to elevate comfort, safety, and performance. A key change are the refined hull lines creating a greater interior volume while enhancing stability and ensuring strong sailing performance. judel/vrolijk & co also streamlined the stem profile and rebalanced the sheerline keeping a distinctive “YYachts silhouette“, instantly recognizable even from a distance.

Visually striking is the coaming of the cockpit, which steps back against the superstructure. This design not only creates broader side decks but also conveys an impression of generous proportions. Another new highlight is the asymmetric entrance, which keeps the cockpit passage free at all times — improving flow and usability. The cockpit itself is more enclosed, enhancing onboard safety, and now features a U-shaped sofa on the starboard side for greater comfort.

A larger interior volume, and a significantly enhanced master cabin, now available in three different layout options. Owners can also choose between a new VIP guest cabin — a feature not available before — or agenerous crew area with crew mess, offering more flexibility based on use case and crew needs. Michael Schmidt affirmed: “It seems that the new Y7 will be successfully integrated into our fleet as four units of this new model have been sold already”.

(YYachts announces new Y7 – Barchemagazine.com – September 2025)

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Lagoon 43 – Versatile and surprising

BARBARA BORGONOVO — Mon, 23 Jun 2025 06:32:25 +0000

Patrick le Quément created the exteriors, the VPLP studio did the naval architecture, and Nauta Design created the interiors. This consolidated team has developed a versatile and surprising boat

by Sacha Giannini – photo by Julien Gazeau

Even though modern-day yachting hasn’t yet found its true identity and lives in the constant search for “evolutionary” solutions and cutting-edge answers, the sector is nevertheless increasingly convinced that to create an identity and set itself apart; it will have to transfer a dwelling to a hull and adapt it, or at least some winning recipe from the building trade. In a situation with unknowns and abstractions, Lagoon has steered – with the audacity of progress – a straight line of good sense between these “solutions” within a timeframe which goes far beyond the yearnings of change for change’s sake. As an international producer of sailing catamarans, Lagoon is constantly updating its boats by eliminating any imitation or facile affectation.

Compared to the Lagoon 42, the bow-facing galley offers more workspace without the high cupboards. The modular dining table extends into the cockpit to seat up to twelve people. Larger windows than on previous models make this functionality possible, bringing the interior and exterior spaces together and maximising the area dedicated to socialising.

From inspiration drawn from the automobile industry and the chassis and designs of cars to attempts to build houses on water, in its first forty years in the business, Lagoon has absorbed and also laid down fashion with experimentation and coherent use of design of common sense, proportions and balance between volumes, technology and marketing. The yard constantly re-evaluates the correct values associated with its yachting output, from styling to construction techniques to the design concept and lifespan estimates. It also offers a neo-refit programme to give new life to used Lagoon boats. These upgrades, or refresher programmes, come in Standard, Silent or Premium versions for a sustainable goal of reusing fibreglass through a diligent, practical archaeological, conservative recomposition of the original pieces, which are taken apart and renewed. It comes with a two-year guarantee, the same as for new builds. Although the firm recognises that an industrial good such as a production line catamaran is created with an output timeframe that only lasts as long as it takes to put the next model together, it manages to establish an innovation and research programme without many deadlines and without ever limiting itself to simplistic disguises and just to the dimensions that count.

This new midsize catamaran, the Lagoon 43, is neither too long nor too broad and is ideal for a family and for yachting since it is fitted out with everything you need not just to get somewhere but to travel. And it is precisely in that time between setting off and arriving that it finds its true expression in terms of the welcoming feel that it provides. The new 43, which is an update on the brand’s best-selling 420 (with over a thousand units built since 2016), hasn’t ventured that much into the unknown and has stuck with what it knows, with tried and tested choices by creating shapes and rhythms on board with new uses for spaces. This invites disorientated travellers with no fixed abode to enjoy a new experience on the sea that is personalised and immersive and has a comfortable, family feel.

In this new set-up, the 43 delivers attentive, carefully conceived and practical solutions that make it sail faster and work as a comfortable place to spend time. Examples of this include the side access aft on the two flanks, which makes things easier and safer when moored side-on, while the mezzanine level steering position on the port side of the deck gives you full sight of everything, either with the sails up or when mooring. The flybridge and the forward cockpit area have comfortable sun pads and sofas. At the same time, the versatile six-person table in the main salon can be extended into the cockpit – the flooring and sofas all adjust to this new 12-seater configuration. The boat is full of surprises, with various levels nicely brought together, a nice layout and sound, and comfortable areas with maximised spaces.

A new hull design enhances the interior space with larger cabins and superior livability. In the three-cabin version, the starboard hull features a luxurious master stateroom with a forward berth and an aft en suite with a separate shower, providing hotel suite-level comfort and privacy.

In the three-cabin version, the master room is an entire starboard hull for its double bed (forward), bathroom with shower aft, luggage storage, and hotel-level finish. In both the three- and four-room models, all double beds that do not touch the sides are the same size, thanks to an increase in the length of the bow section. That has meant that over fifty centimetres have been recovered in the bow with a band edging that covers the sides and overlaps the hulls to create a step similar to a chine flat on each side and a “knee” beyond the waterline with stabilising benefits at anchor to stop rolling. Another development is that Lagoon has installed a full-beam kitchen that looks forward, which works well in the large opening between the dinette and cockpit. It is not so good that they have removed some helpful wall units and cabinets, which, for obvious reasons, have had to be moved below the top to allow a view out. Other interesting solutions are the sofa right in the stern, which has a reclinable back, and the steel tender cranes, which mean you can sit down and look forward or at the water, which can easily be used to create a comfortable sun pad platform.

For a cruising catamaran, it shows its true colours under sail and, without any pretensions, sails smoothly and quietly, even under power. At 6 knots and 2100 rpm, it burns around 10 litres per hour per pair of engines and can cover up to 340 nautical miles in the best cruising range.

The new sail plan has a much larger overlapping Genoa as standard, replacing the self-tacking jib from the previous model. Thus, the plan maximises lighter winds, and the sizeable Code Zero (which comes as optional) delivers more power downwind. The comfortable padded helm seat is a bit low regarding the console, wheel/instruments, and eyelines. It would only take slightly under ten extra centimetres to have perfect posture and visibility, also thanks to the ideal “mezzanine” steering position on the upper deck, which accommodates every possible angle. Staying in the bridge area, the footrest to stand higher while mooring or to scan the bow and horizon is a bit too close to the helm, and you risk scraping your boat shoes, touching the edge of the wheel, which is nearly in the way. To adjust the rail at the extreme aft section of the flybridge, the mainsail traveller’s electrical control is perhaps a bit too far from the helm for the sails to be trimmed without the help of family members or friends. Lastly, owners or guests new to sailing might have liked to see a pair of grab handles on the coachroof to stay safe while adjusting the lazy jack, bag, zips and halyards. Despite those minor quibbles, the boat is full of excellent ideas, has harmonious, clean lines, and is extremely comfortable.

The spacious flybridge, with a sundeck, C-shaped sofas, and a relaxation area in the bow, is ideal for unforgettable sunset aperitifs.

The raised wheelhouse, a typical feature of the smaller models, improves manoeuvrability and visibility, making the boat easier to handle with a smaller crew.

The weather and the sea were calm during the trial off Palma de Mallorca, with a stiffish breeze coming in between 10 and 15 knots. There were seven of us, with the 300-litre water tank half full but all 570 litres of fuel on board. With the mainsail and new overlapping genoa (around 105 m²) and 13.8 knots of true wind, we were close-hauled at 45-50 degrees and did 6.2 knots. The wind picked up with gusts of 16.8 or 17, and the SOG increased to 6.6 or 7 knots, suitable for a cat sailing close hauled. It reached 7.1 and even 7.5 knots, and the actual wind speed rose to 17.5. On a beam reach and with the wind at just ten knots, we bore away to a broad reach at 120 degrees, and the 8-knot wind got us to 5.5 or 6 knots SOG. We turned at over 100 degrees with a 50-degree sheeting angle, and – albeit relatively slowly – we settled down and got back on course without losing our way.

LAGOON
162, Quai de Brazza
CS 81217
F-33072 Bordeaux Cedex
T. +33 (0)557 809280
info@cata-lagoon.com
www.cata-lagoon.com

PROJECT
VPLP Design, Van Peteghem-Lauriot Prévost (naval architecture) • Patrick le Quément (exterior design) • Nauta Design (interior design)

HULL
LOA 13.92m • Maximum beam 7.69m • Draft 1.4m • Light mass 13.9 t • Sailing surface upwind 105 m² • Main sail 68 m² • Genoa 37 m² • Fuel tank volume 570 l • Water tank volume 300 l • Berths from 6 to 8

MAIN PROPULSION
2 x 57 hp

EC CERTIFICATION
CAT A:12; B:14; C:20; D:30

PRICE*
499.000 € As standard – Excl. VAT

*The price refers to March 2025

(Lagoon 43 – Versatile and surprising – Barchemagazine.com – Excerpted from Barche, March 2025)

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Nautor ClubSwan 43 – Rebel Archetype

BARBARA BORGONOVO — Fri, 06 Jun 2025 09:25:59 +0000

The ClubSwan 43 is the latest boat in Nautor’s Fast Cruiser series. It was first billed as the 41, but it changed size to comply with the new ORC competition regulations and has been extended to become the current 43

by Sacha Giannini – photo by Stefano Gattini

This model looks to the future of sailing with its style and technology and has perfected a one-design racer-cruiser designed to become a point of reference for the sector. With its naval architecture, performance analysis (both of them presided over by Juan-K (Kouyoumdjian), waterline engineering by Pure Design & Engineering, and the simple but rigorous and functional interior set-up from Lucio Micheletti, this One Design crossover has been created to race, while also having the capacity to deliver comfortable, simple and sporty cruising.

It’s an innovative project cutting edge in engineering and materials use. It has combined technical prowess, reliability, and looks in a balanced way to create a perfect fusion between a potent racer and a comfortable cruiser. The boat goes beyond what you first see and allows buyers to participate in the Swan One Design and ORC circuits.

The interiors are laid out with everything needed for life on board: three double cabins, a dinette with twin beds, a fold-down table, a small galley, and a very decent wc. Although the cockpit used to sail the boat is enormous, the inside is highly spacious and usable, and the exteriors are dynamic and elegant. With a vertical bow, inverted deck flare, streamlined hull, and an aerodynamic profile with a slight edge in the stern, the volumes are created by a maximum beam fully aft and the enormous cockpit fitted out with eight winches. The build was handled by Fibre Mechanics based at Lymington in the UK, who used a vinyl ester E-glass infusion method and epoxy resin for the carbon fibre strengtheners. The boom, bowsprit, and mast are made of high-modulus carbon fibre. The L-shaped centre board isn’t just joined and in the same plane as the bottom but also fits into a special deep recess in the hull, which is integrated into the lamination and held by two large pins that also bind together the stainless steel support under the coaming together with the dinette table. The designers think that an innovative solution improves load bearing and structural integrity.

The prototype of the CS 43, which we tried out at Pietarsaari, was stripped down and didn’t have all the accessories and optional extras you would want, particularly for cruising. It lacked a windlass or chain well, there were no cleats fore and aft or a suitable foresail (but rather just a tiny, non-overlapping jib), and there was also no lazy bag or sprayhood or interior refinement because it hadn’t been fitted out yet. However, a three-hour sea trial showed that sailing can be thrilling and provides some excellent memories.

The interiors are flexible, allowing 80% of the furniture to be removed for racing and then reinstalled to allow comfortable cruising. It is a performance craft that is safe and easy to handle when cruising, even without much crew, because of the high righting moment and the low centre of gravity. It has been designed for people who want to experience the sea and enjoy competing or taking longer trips. With a very Italian soul, it is a hull that can fit anywhere, always showing its true nature – friendly, competitive and unencumbered.

The fibreglass gunwale is integrated into the hull and folded to create a safety step for archers that works as a drain. Light and packing plenty of sail power, it is 14.56 metres long overall, including the bowsprit, with a draught of 2.4 metres and 7-tonne displacement; it can take up to 120 square metres of canvas between the mainsail and genoa and can even sail at less than 30 degrees to the wind. The grip in the cockpit is excellent, and there is a decent amount of room to work the winches, the mainsail traveller system, and the running backstays. With two nicely designed carbon fibre wheels, it feels fluid and soft, almost without pressure, and is very sensitive.

The two rudder wheels tilt slightly outwards to point to the bow and give the feeling of being on the boat’s central axis. That is a clever little feature that you start to appreciate after a few miles.

The mast, spreaders, boom, bowsprit, and rudder wheels are dark carbon, while the stanchions, pulpits, blocks, and winches are painted black. The cockpit’s non-slip bottom is grey, while the rest is a white gel coat, creating a slight play of contrast and always well-balanced highlights.

It is nicely balanced and sails beautifully, moving fast when close hauled and very close to the wind. It is fun to helm and reacts quickly. Despite the relatively small foresail, which wasn’t suited to the light breeze, which started blowing at 9 to 10 knots and then had gusts of up to 14, the boat soaked up every tiny puff and variation in the wind. It reflected it in an instant incremental changes in speed.

The running rigging is organised with blocks and routes carved out of the coachroof moulding so they don’t stick out. Some details shouldn’t be taken for granted, like the mast collar, which is incorporated in the moulding of the coach roof, being slightly tilted to get the correct reflection and ORC-compatible rake.

There were seven of us on board, going nine knots TWS (actual wind speed), and with flat water, we were sailing close-hauled at 38°/40° AWA (apparent wind angle) with six knots of SOG, which is a good speed but was affected by the limited size of the foresail. We tried to push it to 33 degrees and, with 14-knot gusts, registered the same 6.5-knot speed. Bearing away to 50/55°, the speed increased to seven knots with 13 knots apparent wind speed, whereas at ninety degrees, we fell to 5.8 knots with the evident down to ten. We sailed around on the channel between beacons and islets, tacking and turning every five minutes. Even without much wind, it was as easy as being in a dinghy and left an excellent impression.

NAUTOR SWAN
Pietarsaari, Finlandia
Nautor Swan Srl Italian Headquarter is
Borgo SS. Apostoli, 29
I-50123 Firenze
T. +39 055 240382
info@nautorswan.com
www.nautorswan.com

PROJECT
Juan K Kouyoumdijan (naval architecture) • Pure Design & Engineering (structural engineering) • Lucio Micheletti (interior design) • Steve Wilson (rig study)

HULL
LOA 14.56m • Construction length 13.1m • Maximum beam 4.25m • Draft 2.4m • Light mass displacement 7,800 kg • Fuel tank volume 140 l • Water tank volume 300 l • Waste water tank volume 60 l • Main sail 35m² • Jib 70 m²

MAIN PROPULSION
1x 40 hp

EC CERTIFICATION
CAT B

PRICE
820,000 € – As standard*

*The price refers to February 2025

(Nautor ClubSwan 43 – Rebel Archetype – Barchemagazine.com – Excerpted from Barche, February 2025)

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