In fashion, cuisine, culture, cinema and luxury brands—in other words, in just about every facet of upscale society—the Italians bring an advanced approach to the fine art of living well. La dolce vita, right? Lamborghini, Louis Vuitton, Gucci. Rome, Venice, Milan. Sophia Loren, Marcello Mastroianni, Gina Lollobrigida. When you hear these names, no further explanation is required. They epitomize grace and style. 

This is a rather highfalutin way to launch a boat review, but I’m devoid of apology. Because in the nautical world, there’s another brand that deserves high praise.

I’ve been aware of the Italia line of ­performance cruisers for several years now, but as a judge in the 2024 Boat of the Year contest in Annapolis, Maryland, as I stepped aboard to inspect the 51-footer, I wasn’t really prepared for the experience. There was but one word to describe the 14.98 model’s attention to detail, long list of options, approach, and execution: magnifico. 

There’s a lot to unpack here, and I’ll get to the truly important features: clean aesthetics, robust construction and sparkling sailing characteristics, as well as myriad customization options. But first, allow me to unload a few lines that I jotted down because they really speak to the deep level of detail ingrained in every 14.98:

“Cellphone holder/charger on the steering pod.” “Very sweet, ample life-raft stowage in cockpit.” “Stainless-steel stanchions and pulpits painted black: sexy.” “Really nice adjustable sheet-lead arrangement and excellent belowdecks install keep lines tidy and clean.” “Huge sail locker forward, always a bonus, with room for inflatable dinghy and outboard.” “Drains around hatches a great idea.” “Giant lazarettes with access to steering quadrant, very cool.” “Interior LED lights with floor-level lighting really adds to ambience.” “Engine-room manifold system with everything led to single through-hull is brilliant.” “Love the Oceanaire blinds and screens on all hatches.” “That single rudder will make backing down easier.”

Why all the attention to these ­relatively minor items? Simple: If you sweat the small stuff, it usually means you’re laser-­focused on the major matters. Which is certainly the case with this yacht.

The design of the 14.98 is a collaborative effort between naval architect Maurizio Cossutti, who drew the exterior platform, and interior designer Mirko Arbore, who handled the belowdecks layout and furnishings. Cossutti has delivered a stunning hull form—a tapered, curved dish that rises at the bow and descends toward the stern with a subtle sheerline that accentuates the minimalist coachroof and keeps wetted surface to a minimum. There’s a sleek, extended sprit forward—it’s available in two lengths, standard and racing, and sort of serves as an exclamation point for this contemporary structure—and a drop-down swim platform aft, centered by a ­spacious cockpit for lounging or ­maneuvers, depending on the task at hand.

Down below, there are three layouts from which to choose. In the United States, the 14.98 is represented by David Walters Yachts, a brokerage house that, having previously repped Hylas Yachts, has deep experience with luxurious brands that cover both bases between a dedicated bluewater cruising boat and an honest racer-cruiser capable of Grand Prix inshore competition and offshore events such as the Newport Bermuda Race. Erik Haaland, sales director for the Italia line, presented the boat to us; when we asked about options, he smiled. “Just ask us,” he said. “We’ll do it.”

David Walters has imported 12 Italias into the States in the past five years, and, as of this past fall, had another quartet on order. We sailed Hull No. 7, whose owners are a couple of former college racing sailors who still wish to compete at a high level. They did last year’s Annapolis to Newport Race with a 10-person crew, notching 17 knots flying down Chesapeake Bay.

They also enjoy using the boat as a weekend condo and taking extended cruises with their family, including a Chesapeake trip this past summer and a season in New England coming up. It’s a true dual-purpose boat. And it’s been fitted out accordingly.

The nearly beam-width traveler in the cockpit forward of the twin wheels is a clear sign that this is a race boat; the standard setup calls for a single, centrally located mainsheet. All lines are led aft to a suite of clutches. There are several winch packages from which to choose, including the set of electric winches on our craft. The standard draft is 8 feet, 2 inches, though a nearly 10-foot performance keel is an option, as are a pair of L-shaped shoal-draft alternatives. Likewise, the rig on our test boat was carbon fiber, though the standard spar is aluminum. There’s also a choice of mainsails: traditional, square-topped and battened, or furling. 

Regarding power and systems, there was no generator on this boat, but rather a Victron lithium-ion battery bank with 800-amp capacity linked to a pair of 250-amp fast-charging alternators that will permit 12 hours of uninterrupted air conditioning without running the engine. (There is space for a generator, but on this boat, it was occupied by the air-conditioning compressor.) This boat was also equipped with a Spectra watermaker. A pair of 200-watt removable solar panels were installed on the dodger for additional juice.

The resin-infused construction is robust but light, utilizing various densities of foam core depending on its placement within the laminate. For example, it’s reinforced in the bow, where slamming can occur, but lowered in less-stressed areas to keep weight at a minimum. Bulkheads are tabbed and glassed into the boat (plywood is standard, but foam-cored bulkheads are available). Carbon-fiber reinforcements are used throughout, including the transverse stringers and a grid system that’s bonded in place and then relaminated to the hull, bulkheads, and stringers. There is no traditional chainplate; instead, the rigging attaches to a stainless-steel padeye that is bolted through the top of the hull toe rail into the carbon-fiber grid system. 

“These boats are known as stiff, upwind missiles,” Haaland said. We confirmed it when we had a chance to sail the boat. 

And quite the sail it was. In ideal 10 to 14 knots of Chesapeake Bay pressure, the 14.98 tracked like a freight train, easily notching speeds in the mid-7-knot range hard on the breeze, and then topping out at more than 9 knots when cracked off to a reach. At the helm, raised and leveled with a fold-up chock like the round-the-world racers, the deep, single rudder provided plenty of bite. The wheel was light to the touch, and visibility was outstanding. It would be a real treat to get into the open ocean on the 14.98 and let it spread its wings.

There has to be a drawback to all this somewhere, correct? Yes. The boat ain’t cheap. In fact, with a million-plus-dollar price tag, give or take, the 14.98 is, for most of us, an aspirational brand, a vessel aimed at sailing’s 1 percent club. 

Still. It’s heartening to know that in a world of mass production, with goods and services often aimed at the cheapest common denominator, there are things being made with care and skill that elevates a category or genre. When it comes to production sailboats, such results should be recognized and applauded. We’re looking at you, Italia 14.98. Grazie.

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A Satisfied Crew of Italia Owners

You can learn a lot about a brand by looking at actual owners and how they use their boats, and it’s clear from this list of US Italia sailors that they enjoy competing aboard their yachts. Chuck Stormes from Detroit, a past commodore of the Bayview Yacht Club, placed first overall in the 2022 Bayview to Mackinac Race aboard his 9.98, DeTour. New Yorkers Andrew and Linda Weiss have owned several yachts called Christopher Dragon, and on their 11.98 of the same name, they’ve won the Block Island Race, the Northern Ocean Racing Trophy and other prizes. Jeff and Sarah Kennedy sail the 14.98 Artemis, our test boat for this review. Frank and Nancy McGowan, aboard their new 12.98, Querencia, are looking forward to the next Newport Bermuda Race, as well as the ORC World Championship in Rhode Island later this year. Bostonian John Sapirstein, who previously sailed a 12.98 Classic, has moved up to Aquilone, a 16.98. He expects to take delivery in the Adriatic Sea this spring before a summer in the Mediterranean and a trans-Atlantic trip in the ARC rally in 2025.

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Take your boat out cruising enough times, and you’ll be smacked upside the head once or twice by the golden rule. 

No, I’m not talking about the “doing unto others” thing. I’m instead referring to the golden rule that should be etched into the trim somewhere in every cockpit: “Never cruise on a hard schedule.”

Being the perpetual planner that I am, I’ve always had a penchant for making a float plan. I probably get too much satisfaction from surveying a chart and, along with a tide table and my favorite weather app, plugging in some waypoints on the eve of a long sail. Double points if it’s a paper chart and I get to bust out a set of parallel rules and a pencil. 

Yet, as we voyagers know, that “three-hour tour” doesn’t always go according to plan. 

I recall one particularly sporty passage from Martha’s Vineyard to Newport, Rhode Island, many years ago. It was the final leg of a summer getaway with my wife on a diversion from her parents’ Great Loop undertaking. We stole away for a few days, and I got to introduce that side of the family to my old, cherished southern New England cruising grounds.

Going against my golden rule, everything was contingent on a Sunday return to Newport. My wife and I both had to be back at work on Monday, so we were handcuffed to a late-afternoon flight out of Providence on Sunday. Well, Mother Nature is always subject to change. Right around sunrise on Sunday, a cacophony of metal shrouds and stays slapped the mast as an unwelcome wake-up alarm. If not for those flights, we certainly wouldn’t have left Vineyard Haven that morning into a sea of whitecaps—not insurmountable, but not exactly pleasurable conditions. A prevailing northeasterly breeze coming off the mainland allowed little protection, though it did give us a favorable wind angle for reaching. We pounded all the way down Buzzards Bay and into Rhode Island Sound, soaked to the bone, taking spray in the face like we were in a locker-room Champagne celebration after winning the Stanley Cup. 

After one heck of a sleigh ride, we had a quick celebration of our own as we snugged the lines at Bannister’s Wharf and grabbed a cup of chowder at the Black Pearl before departing for the airport. The lesson: Even the best-laid waypoints can’t account for elements beyond our control, which is why you should never boat on a schedule. A hard schedule can pose a logistical nightmare, and it can suck a lot of the fun out of the broader cruising experience. 

I was reminded about all this during Cruising World’s annual Boat of the Year contest in October at the Annapolis Sailboat Show. With anywhere between a handful and a herd of boats vying for the coveted award each year, regardless of how well-organized our team is, some logistical challenge usually rears its ugly head. The judging, done over the course of a few days, is always on a tight schedule. This year, there were 19 qualifying nominees that needed dockside inspections and on-water sea trials amid the usual boat-show melee.

The first domino fell early, when we had to replace one of our judges because of an illness just days before the show. Then, one boat missed the show altogether, courtesy of a shipping snafu. A nasty virus soon sidelined our veteran photographer, as well as a few key nominee-boat representatives.  

Luckily, our Boat of the Year crew are a bunch of experienced sailors with a knack for assessing a situation, tacking out of bad air, and continuing toward the waypoint. And, oh, the sailing was sweet—as you’ll find here, and also in our January/February issue. 

Whether navigating the unpredictable sea or the turbulent eddies of a Boat of the Year contest, remember this: Sometimes the true joy of our journeys is found in the exhilarating freedom to navigate the unexpected. 

Follow Andrew Parkinson on Instagram @andrewtparkinson.

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It’s not every year that the Boat of the Year judging panel has the opportunity to review cool little boats that totally accentuate the pure joy of sailing, and that get a bonus point if they offer simple but functional camper-cruising accommodations. For manufacturers, the all-too-frequent dearth of these boats is a result of Economics 101: Building boats is a tough business, it’s not always easy to make a buck, and the greater profits to be had make a strong case for building larger vessels. 

But at their very core, the BOTY judges are, first and foremost, sailors. So, when not one but a pair of nifty mulithulls received nominations for the 2024 awards, it was a happy occasion indeed. Better yet, once under sail on the Chesapeake, these crafty pocket entries proved to be as much fun to drive as they appeared on the dock. 

Winner: Xquisite 30 Sportcat

The South African brand Xquisite Yachts was familiar to the BOTY panelists; the builder’s fully found X5 range of highly sophisticated cruising cats have earned a pair of awards in the past: Most Innovative in 2017 and Best Cruising Catamaran in 2022. But Xquisite’s latest entry in the contest caught the judges by surprise. It’s a trailerable 30-footer with the most basic of accommodations that bears little resemblance to the other models in the Xquisite quiver. 

Tim Murphy summarized the thinking behind the design: “The Xquisite 30 Sportcat is a vinylester, foam-core-infused structure designed for training, racing and cruising with occasional overnights. The prototype we sailed was built in Poland; the actual production run will be in Portugal. The design was a senior project from noted multihull designer François Perus when he was finishing his mechanical engineering degree in Brest, France. The purpose for this boat is to have two or three available at the Xquisite Yachts base in Freeport, Bahamas. Builder and owner Tamas Hamor recognized that many buyers of the Xquisite X5 or X5 Plus [sophisticated 50-foot cruising cats] might not come with much prior sailing experience. The SportCat would give them direct, sporty feedback of pure sailing in Bahamian waters while they learn to operate their larger cruising cats.”

Judge Mark Pillsbury added: “This was a really fun boat to sail once you got the hang of handling its long tiller extension and crossing back and forth across the nearly 16 feet of beam, hull to hull. The boat is intended, in part, to be a training vessel for Xquisite’s big-boat owners. One thing’s for sure: They’ll get a taste of the pure joy of simply sailing.”

Judge Herb McCormick had his own take: “It’s a niche boat, for sure, and at $250,000, I think that the broader market for it is pretty limited. That said, I’d love to own one. It would be a perfect boat for gunkholing around Narragansett Bay and New England waters. The accommodations are pretty spartan, but there are berths in the hulls, and you could rig a boom tent on the trampolines and have plenty of room to camp. And the joyful experience under sail would make up for the rustic one under the stars.”

Runner-up: Astus 20.5 Sport

The BOTY judging team had a unanimous verdict for this unusual little trimaran: For a compact boat, it has grand ambitions, most of which it meets or exceeds. 

Tim Murphy provided the overview: “This is a 20-foot trimaran sportboat built in Brittany, France, by a company that’s been in business since 2004. Astus builds four trimaran models (14.5, 16.5, 20.5, 22.5); its sole US importer is Red Beard Sailing, a Chesapeake Bay dealer. This boat is designed by VPLP Design, named for founders Marc Van Peteghem and Vincent Lauriot Prévost, which now has a staff of some 30 designers who specialize in everything from Lagoon cats to America’s Cup winners to foiling Open 60 IMOCAs. Astus’ goal is to offer multihull sailors a boat in a size range smaller than Corsair offers.” 

Judge Herb McCormick said: “That VPLP connection is huge. They’re a big-name player, and the fact that they’ve put their reputation and blessing on this design is a major positive. The hardware and Selden spar they use is first-rate. They’re not cutting any corners. Under sail, it felt like a good, stable platform. I think it’s a great entry-level boat for someone who wants to get into multihull sailing.”

Judge Mark Pillsbury also gave the Astus his thumbs-up: “The Astus tri is a simple little boat with a high fun factor. We sailed the boat in about 10 knots of breeze, and with four of us aboard, we were probably a bit overloaded. But with the screecher set, we saw lots of speeds over 7 knots, and flirted with 8s in the puffs. And sitting on the tramps watching the waves right under us was a real hoot. The amas are mounted on tubes and can be pulled in and out for docking and sailing. I was aboard as they were being deployed, and the process was pretty simple: Sit on the center hull and push out on each ama with your legs (or step in on the tramp to pull it in) until a set pin can be dropped into place. Engage the pins fore and aft for each ama, and you’re off to the races, simple as that.”

To summarize: easy, fast and fun. Hard to beat that trifecta. 

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For the first time ever in the 29-year history of Boat of the Year, we’re introducing a new class to the proceedings: Performance Trimarans. To make things spicier, the two nominees not only shared the same length overall of 40 feet, but they also came in at the near-identical price point of around $800,000 for the base boat. 

Beyond those two parameters, however, the different approaches from these disparate brands were interesting and exciting. Cruising trimarans, though rare, are nothing new; the well-established Neel line of French-built trimarans has enjoyed plenty of success in previous BOTY contests. With that said, the judging panel was champing at the bit to put these fresh three-hull whizzes through their paces. And once under sail, we were definitely not disappointed. 

Winner: Dragonfly 40

Let’s cut right to the chase: The Dragonfly 40 had judge Tim Murphy swooning straight from hello: “This is an exquisite yacht in every detail. When you step aboard, the new-boat smell was not of styrene but of a wood shop. Built in Denmark by the Quorning family (designer and builder Jens Quorning took us on the test sail), it’s just a beautiful boat to look at from across the water. The wheel steering—no tiller here—was butter-smooth. Thanks to the boat’s extremely fine hulls, on our test sail we hardly felt any jerks or deceleration as we passed through several Severn River boat wakes. There were AGM batteries on this boat, but a lithium-battery system is an option. The kick-up centerboard and rudder are ingenious: Quorning as much as invited us to ground the boat on a shoal. From barber haulers to boom preventers, it’s full of great sailing details.”

Judge Mark Pillsbury was equally impressed: “As we finished up our all-too-brief sea trial aboard the Dragonfly 40, I scribbled ‘Top shelf!!!’ in my notebook. We had the benefit of sailing the boat with its thoroughly detail-oriented builder, who pointed to the seemingly endless features he’d employed to make this maybe the most memorable sailing boat of the year. At one point, I looked down at the GPS speed-over-ground number, which read 6 knots, then glanced at the true wind gauge: 5.2! Faster than the wind! The interior of the Dragonfly was elegant, with the furniture rendered in elm—not a wood we often see. But most impressive was the walk-in aft cabin instead of the crawl-in bunk often found in the narrow confines of a tri’s slender center hull.” 

Judge Herb McCormick was as astonished as his colleagues: “There isn’t a thing on the Dragonfly that Quorning hasn’t thought long and hard about, and then executed to a stellar degree. Take that centerboard arrangement, which is built into the central dining table and is integrated so well into the interior that it’s a functional piece of furniture as well as a foolproof cruising solution. What else can we say? It’s a magnificent freaking boat.”

Runner-up: Rapido Trimarans 40

The design brief for the Rapido 40 is straightforward: fast cruising and racing for a couple or crew; ocean-ready but able to sail and moor in shallow water. Nobody was more psyched to sail the boat than judge Herb McCormick, who was not disappointed. 

“I was first exposed to the brand at a multihull regatta in the Caribbean, where a larger Rapido 50 was in attendance,” he said. “I was on another boat, and we spent a lot of time looking at the Rapido’s transom. Then I stepped aboard the Rapido 40 for our trials and was handed the tiller extension; under the code zero, in about 15 seconds, we were making 14 knots. Whoa!”

Judge Mark Pillsbury said: “From stem to stern, the Rapido 40 came packed with features, including a double-taper carbon rotating mast, a Park Avenue-style boom for easy sail handling, daggerboards for upwind performance, and a very comfy cockpit. There’s an optional all-carbon version of the boat, including the drawers in the galley. The layout, with a comfortable V-berth and raised table in the salon—offering outstanding views of the great outdoors—is cruising-couple friendly.”

Judge Tim Murphy added: “The Rapido 40 is built in Vietnam by Paul Koch, the previous owner of Corsair Marine who started Rapido Trimarans in 2014. Rapido builds three models, all designed by the renowned team of Morrelli & Melvin. Our test boat had the standard infused construction, which is mostly E-glass with vinylester resin and a PVC core. There’s also carbon fiber near the bulkheads where the crossbeams meet. Carbon-fiber C-foils in the amas are intriguing and provide lift in two directions: up (to reduce sailing displacement but not fly) and to windward. Sailing the boat on the raised web seat with the tiller extension is gorgeous. It feels very sporty. Rapido’s latest claim to fame: The YouTube channel Sailing La Vagabonde has taken delivery of a Rapido 60, which will definitely raise the profile of the brand.”

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

Winner: Fountaine-Pajot Aura 51

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

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

Runner-up: Lagoon Catamarans 51

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

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

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While strolling the docks of the Annapolis Sailboat Show each fall for, let’s say, at least the past decade, one thing has become abundantly clear: Between the rows of charter catamarans lining the docks of the so-called Vacation Basin and the ubiquitous lineup of cats (and trimarans) on display on the Spa Creek Marina piers, the twin-hull phenomenon continues to resonate, and it easily remains the fastest-growing segment of the sailboat universe. That anecdotal observation was backed up by hard numbers in the 2024 Boat of the Year fleet, with more than half the contestants being multihulls. 

Fittingly, then, the most competitive category in this year’s contest was this class of four cruising cats. Amazingly, in features and layouts, each nominee was decidedly different from the others, a true benefit to potential owners, who now more than ever have real choices to ponder. 

Winner: Vision Yachts 444

It’s hard to say if it’s a definite advantage, but in recent Boat of the Year contests, when inspecting boats with their owners aboard—folks who have put some hard miles under their keels, and who can speak with authority on the positives and negatives of their vessel—the track record shows that such nominees do very well. Which is the case with the Vision 444, whose owner took delivery of the boat at its building site in Knysna, South Africa, cruised to Mozambique, and then sailed it up the Atlantic Ocean to the Caribbean. 

Judge Mark Pillsbury picks it up from there: “Many of the big cruising cats that we step aboard are a compromise by design because some of the fleet will go to private owners and the rest into charter. The Vision 444 was different, and after a 14,000-mile shakedown cruise, it clearly reflected the thinking of its owner, who was aboard every step of the way. This is a pure cruising cat, and a fine one. Gear was of good quality and well-sorted. Living accommodations were practical and proven. And build quality was readily apparent because the boat looked terrific after all those hard miles. I think it’s one of the only cats I can recall having a full and proper nav station. And the walk-in workshop forward in the starboard bow? Brilliant.”

Runner-up: Excess Catamarans 14

Text> Pillsbury has sailed the complete range of Excess cats, a relatively new brand from Groupe Beneteau, and has a unique viewpoint on how the range has evolved: “Each of the first three Excess catamarans we looked at brought us something new to talk about, and the latest, the 46-foot Excess 14, didn’t disappoint. The builder says that they want to try new things as they expand the lineup, and with the 14, they let the design team of VPLP push off in a couple of new directions when it comes to hull shape, and the width and depth of the keels to improve sailing performance. Unfortunately, we had pretty light wind for our sea trial in Annapolis, but in under 5 knots of breeze, we were still able to see speeds in the 3-plus-knot range. Visibility from the helms was good—our entire judging team are fans of the steering stations, located well aft and outboard— and the boat was easy to move around on. The 14 fits very well in what the builder is aiming to accomplish.”

Runner-up: HH Catamarans HH44

Text> Unfortunately, due to a shipping snafu, this latest offering from HH Catamarans arrived too late to Annapolis to be displayed at the boat show. But it did make it in time for the sea-trial portion of the Boat of the Year contest. The judges were very pleased that it did, for on a windy test sail, the 44 had the opportunity to strut its stuff, so much so that the panel awarded it with the Judge’s Special Recognition prize.

Runner-up: Seawind Catamarans 1170

The Seawind collection of cats has seen more than its fair share of success in previous Boat of the Year contests. As judge Tim Murphy summarizes, the builder’s new 38-footer is carrying on with that positive tradition: “Our test boat, Hull No. 2, was built at the company’s primary facility in Vietnam, but going forward with the 1170, the line will be produced in a new plant in Turkey to service the European market. The infused hull is vinylester throughout with a PVC core; it’s a good, cost-effective choice that avoids osmosis. Foam is perforated and ‘double-cut’ with kerfs around curved surfaces. It has a Mastervolt lithium-ion battery system, no genset, but with 990 watts of solar power (an optional 1,320 watts is available). I like the cabin top/boom relationship: It doesn’t invite lounging guests to lounge in the boom’s path, but does give the operator easy access to the entire foot of the mainsail. The galley is down—a good layout on a smaller cat. The sail plan is simple but effective. This is a very solid couple’s boat.”

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In just about every Boat of the Year contest, seemingly out of the blue, a nominee is so unique in its design and execution that the judging panel decides to honor its bold vision and innovation with the Judge’s Special Recognition prize. For 2024, this prize goes to the HH44. 

Judge Herb McCormick provided the overview: “We almost didn’t have the opportunity to sail the HH, which was offloaded from a freighter and rigged up near the close of our test days. Our test boat was Hull No. 2, called Titan, owned by a vastly experienced Caribbean sailor who was on board for our trial. He was one of more than three dozen sailors who purchased the boat sight unseen, from renderings, and was clearly thrilled with his choice. After our inspection and test sail, we could understand why. Unfortunately, we didn’t have any off-wind sails to truly put the boat through the paces, but we were still making close to 10 knots with just the working sails. So, as a high-performance cat, the boat gets high marks. Amazingly, with everything else going on with the boat, the sailing prowess was almost secondary.”

Judge Tim Murphy added: “It was far and away the most sophisticated hull-deck structure in the 2024 fleet: epoxy-infused E-glass and carbon fiber over thermoformed foam core. It featured the most sophisticated house systems and propulsion, starting with what the builders called ‘parallel hybrid’ drive. I have never seen this system on any boat before this one, with electric motors on the same shafts as the Beta Marine diesels (a marinized Kubota block). There are no alternators, but there’s 43 kilowatt-hours of solar on the cabin top. It’s possible that this was the best boat in this year’s fleet, but because there’s so much here that we’ve never seen in any boat before, I feel that we need a year to watch these boats and customers in the field and ask how they’re doing.”

Finally, judge Mark Pillsbury offered this assessment: “After stunning the Boat of the Year judges several years in a row with its carbon-fiber high-end cats, HH Catamarans introduced a second generation of cruising boat this year with a powerful sail plan and a unique hybrid form of propulsion. The 44 has both diesel and electric engines connected to its two prop shafts, and a lithium battery bank that can provide energy-efficient electric power or be recharged quickly when running in diesel mode. It’s an interesting boat for anyone looking to ride on the cutting edge when it comes to marine technology. But the propulsion systems aside, the HH was just a ball to sail. Tiltable wheels let you lean out in the breeze or stand inboard under cover, with a clear view through the salon’s vertical windows. With daggerboards, the boat handles well to windward. Cracked off to a reach, well, sit back and enjoy the puffs.”

Club Boat Charter and Highfield RIBs: A Sweet Ride

For our 2024 Boat of the Year contest, the judges arrived for our test sails in style, aboard a 2023 Highfield Patrol 540 with a four-stroke 90 hp Yamaha outboard, dual jockey seats and a rear tow/roll bar. Our team wishes to thank sponsor Club Boat Charter Company, which provided the sweet ride. 

Club Boat Charter Company was started by Lindsay and Alfredo Lopez in 2021 when their home club in Virginia, the Hampton Yacht Club, needed a coach boat for the summer-camp season. The Lopezes quickly recognized that sailing coaches, clubs, regatta organizers and parents never have enough charter RIBs available for events. The Club Boat Charter Company offers its fleet of seven RIBs, which range from 15 to 23 feet, for any sailing event where there is a need. Or, if you’re looking to purchase a new or used RIB, the club and its dealership, Hampton Roads Inflatables, can help. As they demonstrated during our Boat of the Year tests, they are committed to supporting the sport of sailing.

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After dockside tours of this year’s two finalists for Best Performance Cruiser whet the collective appetite of the judging panel, we couldn’t wait to hoist sail and evaluate each of these boats’ sailing prowess. And in both cases, we were in for a treat. “Performance cruiser” can be a somewhat vague concept to define, but it’s instructive to note that our sister publication—the focused yacht-racing magazine, Sailing World—categorizes these boats as “crossovers.” In other words, they can seamlessly serve cross purposes, as inshore or offshore racers, or as dedicated cruising boats. In both instances here, that selective criteria is perfectly addressed. 

Winner: Italia Yachts 14.98

“Whoa,” judge Tim Murphy said. “I’ve never in my life sailed a boat like this. It pointed higher than any I can think of: an apparent wind angle of 24 degrees! Powered up under main alone, it pointed higher than most boats will with all sails set. The structure is infused vinylester employing E-glass with carbon reinforcements, with Divinycell foam of different densities. That carbon fiber was put to very good use; this boat was uncommonly stiff. The hull form was more curved, more pleasing than some of the slab-sided boats we’re seeing of this generation. A crew of 10 on an Italia came in third in the most recent Annapolis to Newport Race. This was one of the most powerful, close-winded sailing experiences I can remember. An exemplary performance sailboat.”

Judge Mark Pillsbury was equally captivated: “During our dockside visit of the Italia 14.98, the builder’s representative said that the boat was designed and fit-out for a cruising customer who likes performance and speed. He called the 14.98 an ‘upwind missile,’ and when we got to sail the boat a few days later on a breezy morning, we all could see just what he meant. What a great ride. At one point, in about 12 knots of breeze with the spinnaker up and the speedo pushing double digits, it was quite lively on deck. That’s when I stepped below and was struck by how smooth and peaceful it was in the salon. This was a boat where those on watch could crack off some miles while the off-watch could really rest up and be ready when it was their time on deck.”

Judge Herb McCormick added: “I’ve met a few Italia owners,” judge Herb McCormick said. “Very successful guys who use their boats a lot and sail them well, and competition is a big reason they go sailing in the first place. They want to have a yacht where they can compete with anyone in events like the Newport Bermuda Race. These folks can have whatever boat they want, and they chose an Italia. And once I got on the wheel of the bloody thing, it was pretty evident why. In a week of great sails, this 49-footer may have set the gold standard.”

Runner-up: Solaris Yachts 44

Like its fellow nominee from Italy, the Solaris 44 is well-suited to the concept of performance cruising, and it too provided the judging team with a thrilling sail. “This is one of those boats that I had a hard time evaluating on the dock, but once underway, it really sailed beautifully,” judge Tim Murphy said.

“Yes,” judge Mark Pillsbury seconded, “as. “As a performance cruiser, the Solaris was well-suited to both missions. The three-cabin, two-head layout works well for an owner with occasional guests; there was plenty of storage; and underway, the boat was quiet and bright below. And the 44 sports a powerful, but manageable sail plan. I mean, talk about a boat that lights up under sail! The 44 was a dream to drive upwind and down. With the kite up in 10 to 12 knots of breeze, the speed hovered right around 10 knots. Upwind, cruising along with the self-tacking jib, the steering was silky smooth even in the gusts, and the twin rudders gave us really good control.”

Judge Herb McCormick also gave this boat good marks: “Like the Italia, with its long waterline, plumb bow and lovely transom, to my eye, this Solaris is a really lovely boat,” judge Herb McCormick said. “And I agree with my fellow panelists: It’s: It’s a terrific sailing boat. Unfortunately, it had the poor luck for this year’s contest to be matched up with the sensational Italia. But it should be noted that the Italia is priced at over $1.1 million, and this Solaris, at $700,000, comes in at about a half-million less. That’s a huge discrepancy. For many sailors seeking a dual-purpose alternative, this Solaris is well worth exploring and will meet their requirements just fine.”

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Michel Dufour was one of the earliest pioneers of composite boatbuilding in Europe. A keen racing sailor with a background in mechanical engineering, he started Dufour Shipyard on the French Atlantic Coast in 1964. Some 60 years later, the company that bears his name continues innovating with new sailboat designs in models ranging from 37 to 61 feet.

Cruising World’s Boat of the Year judges test-sailed the Umberto Felci-designed Dufour 41 this past October in Annapolis, Maryland, and came away with several fresh impressions from this storied builder. The first one struck us at the dock: a bold visual impression. Today Dufour Yachts’ La Rochelle headquarters stands only 60 miles from Les Sables d’Olonne, start of the quadrennial Vendée Globe nonstop solo round-the-world race, so it’s no surprise that from its bow on, this new Dufour echoes the looks of the latest IMOCA racing machines. Felci’s hull is stepped outward above the waterline, then rolls back inward again near the sheerline, bringing the beam well forward while preserving a narrow waterline entry for windward performance under sail.

That same feature contributed to our second strong impression when we walked below: an impression of light. The designer’s choice to carry the beam forward opens the interior such that this 41-footer feels more spacious than other boats of the same length. Longitudinal windows in both the hull and the cabin house, plus ample hatches in the coachroof, flood the interior with daylight.

Interior designer Luca Ardizio employs indirect LED lighting and soft colors to carry that same light and open feeling throughout the boat after the sun goes down. Interior treatments come in two versions: Europe (for a modern urban look) and Boston (traditional yacht look).

The 41 comes in one of three layout options with either three or four private cabins and either two or three showers and heads. In the four-cabin version, a true soundproof bulkhead separates the cabins, each with generous 57-inch berths. Yet Dufour knows that the outdoors is where sailors most love to spend their time. With optional refrigeration and grill top at the transom, why would you ever go below? Long cockpit settees accommodate guests, while most of the sailhandling can occur aft of the two wheels.

Felci’s design team has stuck with a single deep rudder on centerline, while many competitors have transitioned to twin rudders. The BOTY judges appreciated that this single rudder is protected by the keel. In close-quarters maneuvering, the boat turned within its own length, answering to prop thrust alone (not boatspeed, as twin rudders require) to effect turns.

Sailhandling was simple and safe, with the mainsheet blocked forward of the cockpit and away from guests. The self-tacking headsail makes every maneuver virtually hands-free. As we learned in Annapolis, the elements we saw aboard the new Dufour 41 are the same ones that will mark at least the next four years of design throughout the whole Dufour fleet. Messrs. Felci and Ardizio and the Dufour engineers clearly know how to take a sailboat and light it up.

For more information on the Dufour 41, visit dufour-yachts.com/en/luxury-yachts/dufour-41/

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It’s safe to say that there has never been a performance-oriented cruising boat quite like the HH44. In Cruising World’s annual Boat of the Year contest, the magazine’s judging panel became quite familiar with the brand’s previous models: the HH66, HH55 and HH50, all of which acquitted themselves extremely well. And the legendary multihull design team of Gino Morrelli and Pete Melvin have a long list of cutting-edge accomplishments across the offshore-catamaran spectrum, prior to and including their association with HH Catamarans. Melvin & Morrelli are the real deal, with an extensive résumé of bluewater success to prove it.

But as the latest judging panel learned in sea trials on Chesapeake Bay following this past October’s US Sailboat Show in Annapolis, Maryland, the HH44 is literally a different breed of cat, what the company rightfully refers to as HH’s “second generation” of twin-hulled yachts, one “that really kind of marks a shift toward a more environmentally friendly electric future.”

That shift to a hybrid approach to propulsion, with new advances in charging systems and battery maintenance, is a stunning story. But first things first. Like its siblings in the HH quiver, the new 44-footer first and foremost offers a joyful, unparalleled sailing experience. Despite the fact that the HH44 was fresh out of the box, only a couple of days removed from arriving on a freighter, under near-ideal conditions of 12- to 16-knots of steady breeze, the sprightly cat trucked to weather while flirting at 10 knots of boatspeed. With its deep daggerboard deployed, it tracked like a freight train with the lightest of helms. If you enjoy sailing, the HH44 will light you up.

And yet, that’s only half the narrative, and for some cruising sailors, it won’t even be the most alluring part.

That’s because the HH44 employed, first of all, a construction laminate that the Cruising World judges described as “the most sophisticated hull/deck structure in the entire fleet: epoxy-infused E-glass and carbon fiber in high-load areas over a thermoformed foam core. The thermoformed foam eliminates kerfs, and the extra resin weight in them.” Translation? A light, rigid, bulletproof layout that makes for an impressive combination of strength and speed in one beautifully rendered package.

But then, as the judges noted, HH doubled down on the technology that defines this boat: “It also had the most sophisticated house systems and propulsion, starting with their ‘parallel hybrid’ drive, a system unlike any we’ve inspected on any boat before this one.” Electric motors are built onto the back of the twin Beta Marine diesels with a coupling to the transmission. The electric motors can effectively be used as a pair of 5 kW generators to charge the battery bank. Adding regeneration while sailing provides up to 2 kW per shaft at 10 knots of boatspeed. An additional 43 kWh of energy are produced by the solar array on the cabin top.

What this translates to is silent operation under power in full electric mode, augmented by hydro-generation to top off batteries while sailing, with the good old-fashioned reliability of those diesel engines as a backup. It’s a boat that checks all the boxes.

To sum up, the HH44 is a fully found engineering marvel. It will take you wherever you wish to go—quickly, quietly and efficiently.

For more information on the HH44, visit www.hhcatamarans.com/hh44.

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