For many cruisers, especially cruising couples, the roughly 40-foot length overall is their sweet spot: a yacht voluminous enough for comfy accommodations; long enough to sport enough heft and features for inshore and offshore adventures; yet not so grand that it becomes daunting to sail, moor or maintain. These Midsize nominees represent the bread-and-butter offerings of their respective brands, which means they need to be smart and well-executed. All four nominees achieved that goal. 

Winner: Hallberg-Rassy 40C

Swedish builder Hallberg-Rassy is no stranger to the Boat of the Year winner’s circle. In fact, the company’s 40-foot sistership to this new center-cockpit offering is the HR 400, the aft-cockpit version of the Germán Frers design, which in 2023 that was named the Import Boat of the Year in 2023. 

About the 40C, judge Tim Murphy got straight to the point: “Arguably, this was the best-built monohull in the fleet. Systems-wise—with the electrical labeling, analog breakers, engine layout and access, sound insulation, the doubled Racor filters—it was definitely best in show. She sailed over to the United States on her bottom, some 10,000 nautical miles, and looked fresh from the showroom. The 40C has the same-size cockpit as the HR 44, which is a pretty neat trick. It has a longer waterline and more volume than the company’s 10-year-old 40-footer that it replaced. And more volume equals more-powerful sailing. I jotted down this note after our test sail: ‘Steering is absolutely divine.’ What else is there to say?”

Beneteau Oceanis 37.1

Judge Mark Pillsbury was immediately drawn to the spacious interior of this rangy 37-footer: “I think the Beneteau 37.1 is a viable option for a cruising couple or family in search of a manageable new boat at a relatively affordable price,” he said. “There are a few possible layouts, but I liked the one we saw on our test boat, which, with two cabins and a single head, was quite practical. The forward cabin is roomy without a second head crammed into one corner, and the large storage area that’s accessed through the shower or the starboard cockpit locker provides lots of storage space for gear and toys.”

Judge Herb McCormick said, “added: “Sadly, this was the perhaps the last design from noted French naval architect Marc Lombard, who recently died. Under sail, this was certainly a vintage Lombard creation. He was known for his fast, slippery hull forms. We had a cracking great sail on the boat; in about 10 to 12 knots of breeze with the code zero, the knot meter registered 7s and 8s. Perched to weather with the boat heeled over, the helm was light, and it was an absolute blast to drive. TrèsTrès bien, Monsieur Lombard. Thank you for some thrilling sailing.”

Dufour 41

A longtime admirer of the Dufour line, judge Herb McCormick found a lot to like about this new 41-footer. “Umberto Felci has been the principal naval architect for Dufour for quite some time, but in recent years, he’s taken the brand in new directions. This latest offering, with its rounded bow, takes some inspiration from the Open 60 monohulls so prevalent in shorthanded offshore racing. There are two chines, one above the waterline and the other higher up the topsides, almost to the sheerline, which carries the beam well forward. I liked it.”

Judge Tim Murphy had an interesting observation related to the boat’s single rudder, particularly under power: “Compared with the twin-rudder boats we tested, in close-quarters maneuvering, the single rudder provides a nicer experience, with more control. With twin rudders, unless you have a thruster, you need actual boatspeed over the rudders for close turns. With this single setup, you still have the traditional thrust over the rudder. You can spin very quickly.”

Elan Impression 43

The Slovenian builder has racked up an impressive list of entries in recent Boat of the Year competitions, and according to judge Mark Pillsbury, that solid track record has continued. He said: “The builder’s representative described the yacht as a family boat, and that made sense to me. It’s roomy enough for Mom and Dad to have some privacy in the forward cabin—there’s an option to add a fourth cabin with bunkbeds if needed—and with twin cockpit tables that can be lowered to make large sun beds, the whole clan can sit out at night and enjoy the stars. Most of all, I really liked the oak interior with a big, country-style dining table in the salon that even had a couple of folding chairs that could be stowed in their own locker. Moving around on deck underway felt secure, thanks to the 26-inch lifelines on top of solid bulwarks. High coamings in the cockpit were comfortable, and the cockpit seats were long enough to stretch out and take a nap if you were off-watch but wanted to stay on deck.”

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In the ongoing history of production-yacht construction, one of the more astonishing lists covers what seemed like iconic, top-notch sailboat brands—Little Harbor, Alden, Valiant and Tayana, to name a few—that have simply ceased to exist. But then there’s the story of shipyards such as Sweden’s Hallberg-Rassy, named for the founding boatbuilders Harry Hallberg and Christoph Rassy. In one iteration or another, it’s been knocking out boats for 80 years now. After splashing nearly 10,000 yachts, it shows no signs of slowing. 

There are lots of reasons for this longevity, a major one being that once a sailor has owned a Hallberg-Rassy, at some point he or she will likely trade up or down for another one. Quality, after all, begets quality, and it’s a testament to the brand that there are so many repeat customers. 

Another strong ­reason is that, with the ­brilliant Argentine naval architect Germán Frers driving Hallberg-Rassy’s design efforts for several decades, the company has continued to evolve. 

At no time has this been more evident than with Frers’ latest creation: the aft-cockpit, twin-rudder, performance-­oriented Hallberg-Rassy 400. (A sistership, the Hallberg-Rassy 40 C, shares the same hull but has the center-cockpit configuration that’s synonymous with the company.) As a judge in our 2023 Boat of the Year competition, I was part of the unanimous panel that named the 400 our Import Boat of the Year. 

With its integrated bowsprit, triple-spreader Seldén rig, rectangular hull windows and dual helm stations, the 400 at first glance appears to occupy the same sort of territory we’re used to seeing from all the hot French naval architects who dominate contemporary sailboat design. Yet here is an important difference: no chines. In the pursuit of a seakindly ride and good manners offshore, Frers has instead gone with a rounder hull form, not a V-shape—a most effective approach. 

With the plumb bow, Frers has also maximized the waterline, which is something you notice as soon as you step aboard: The 400 seems like a much larger vessel than 40 feet. But don’t fret, Hallberg-Rassy aficionados: Frers has kept one of the line’s signature features, the nifty windshield that accents the front edge of the cockpit, with the traveler and a pair of solar panels stationed just forward. 

It’s a beamy boat (another reason for the sense of volume and space on board). That beam is carried well aft, a fact that necessitated the twin wheel/rudder setup, which also provides the benefit of total control when well-heeled under sail. The double helms and a split backstay allow easy access to the optional drop-down swim platform aft. While a self-tacking jib is also an option, the standard headsail is slightly overlapped, about 110 percent, which is big enough to provide plenty of power but is still easily tacked. The sheet leads run between the inboard and outboard shrouds, giving the skipper very tight sheeting angles to optimize closehauled upwind performance while making egress unimpeded when moving forward or aft along the side decks. I’m having an extremely difficult time understanding why every builder doesn’t do this.

The hand-laid laminate construction includes a Divinycell PVC foam core for insulation and a favorable strength-to-weight ratio, and what the company calls an integrated “keel stiffener,” an internal reinforcement that runs longitudinally and fore and aft, and is laminated to the hull, as is the hull/deck bond, capped by a formidable bulwark. The result is a strong, robust, monolithic structure. The stiffener negates the need for a central bulkhead in the interior, and this, along with the deck-stepped mast, truly opens up the inviting central salon. 

Mahogany is standard for the interior furniture, though our test boat had the inviting European oak option. The joiner work is nothing less than exquisite; the Swedes are certainly craftsmen of the highest order. Tankage (two fuel tanks and three water tanks) is centralized in the hull, again in the interest of optimizing performance. 

There is a trio of different layouts, the major differences being the choice of one or two staterooms aft, one or two heads, and three designs for the owner’s stateroom forward. Options include a ­dishwasher, washing machine, extra freezer, lee cloths, TV and so on. Our test boat had retractable bow and stern thrusters, electric furling for the main and jib, electric winches, and air conditioning, all optional. 

Interestingly, our test boat lacked a generator (the owner, who was aboard for our sea trials, laughed and said, “I don’t want to service two engines”). Our in-house tech guru and Boat of the Year judge, Ed Sherman, definitely approved. “This boat was one of several in our group that has taken a no-generator approach,” he said. “Using Mastervolt lithium batteries and both 12- and 24-volt electrical subsystems, this fully equipped cruiser will regenerate battery voltage via the 60 hp main engine when needed. It was beautifully executed.”

Our test sail got off to a ­disappointing start, as the wind on Chesapeake Bay was nearly imperceptible. But it slowly filled in, and while the breeze never topped 10 knots, the performance was eye-opening, especially when we unleashed the code zero headsail tacked to the bowsprit and reached off at nearly 8 knots, an impressive number given the conditions. Those twin wheels with ­rack-and-pinion steering provided exact fingertip control, and the sightlines sitting well outboard were terrific. It’s a boat built to go places with style and efficiency. 

Frers has been at this game for quite some time now, but clearly, he hasn’t lost his fastball. Hallberg-Rassy has built its reputation on tough boats that fare well under sail in the stormy northern seas, and the 400 ratchets up the performance side of the equation. That’s what you get when the worlds of tradition and advancement collide. 

Hallberg-Rassy 400 Specifications

Herb McCormick is former editor-in-chief of Cruising World and the yachting correspondent for The New York Times. An author of five nautical books, he’s owned several sailboats, including his current Pearson 365 and Pearson Ensign.

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The arrival of the cold front could not possibly have been more surreal. At precisely 5 p.m. this past October 17, coinciding exactly with the official pronouncement that the annual US Sailboat Show in Annapolis, Maryland, had concluded, a fierce thunderstorm rolled over Chesapeake Bay, generating sideways rain and powerful gusts. Chaos ensued. Exhibitors on land breaking down tents and packing up displays were left doused and scrambling. The crews on boats untying lines to depart the docks ducked for cover. It was a mess for everyone. 

Except, that is, for our team of judges for the 2023 Boat of the Year contest, the sea trials for which were scheduled to begin early the next day. For us, hiding out from the fray, the timing couldn’t have been better.

We knew that the front was also bringing a fresh breeze—a couple of days of pumping northerlies before a welcome swing to solid southerlies. Game on.

Full disclosure: It’s not every year that every nominee in our yearly BOTY competition gets tested in superb conditions. Chesapeake Bay can be a fickle test bed in mid-October, particularly on flat-calm mornings, when it takes some time for the capricious sea breeze to fill in. Truthfully, sometimes it never does. But not this year. And while the winds did fluctuate somewhat over the next 72 hours, when our panel conducted sea trials for this year’s fleet of 17 entries, overall the conditions were almost ideal—some of the best, most consistent pressure in the 20-odd-year history of the event. Each entry got a fair opportunity to strut its stuff. 

And it was a great year for that to happen, because while the fleet may not have been the largest ever, in terms of sailing prowess and performance, it was exemplary across the board. The sailing, quite simply, was outstanding. 

But about those numbers: It’s safe to say that the effect of the pandemic on worldwide sailboat manufacturing is lingering. Last year in Annapolis, builders were inundated with orders, and for some companies, order books were full for the following two or three years, or more. Which meant that if you laid down a deposit for a new boat in 2021, it was by no means unusual for delivery to be scheduled for 2023, or later. That trend is slowing, but it has not ceased. What seems to have been shelved for many brands is the R&D that goes into new models. It makes sense. In the meantime, many marine-industry stalwarts from whom we’re accustomed to reviewing new boats on an almost yearly basis (Jeanneau and Leopard leap immediately to mind) were absent for 2023. Almost everyone is still playing catch-up. 

All that said, even in years with two dozen entries or more, it’s rare to be presented with a fleet with such a resounding international presence. The 17 boats that comprise the BOTY ’23 field were produced in nine different nations: Denmark, France, Germany, Poland, South Africa, Slovenia, Sweden, the United States…and even Ukraine, where the manufacturing of a sweet, trailerable pocket racer/cruiser, the L30, has continued despite the ongoing conflict. Whoa. Sailors by nature are known to be a resilient lot, but so too are those who create the craft we sail. We salute them.

The makeup of the entry list was also noteworthy. In recent years, we’ve seen a proliferation of large monohulls, in the 55- to 65-foot range, many with price tags in the hefty seven figures. But there was no Luxury Class for the high-end set in 2023 (though the cost of several entries did crest the million-dollar mark). In fact, unprecedentedly, the largest monohull we reviewed this year was the Elan Impression 50.1 (the Lagoon 55 catamaran was the biggest multihull among the competitors).

And there were a couple of exceptionally strong classes, which certainly reflects the current state of the market. Both the Performance Cruiser division of dual-purpose racer/cruiser and the Multihull class drew a quintet of entries (the latter with four cats and a trimaran). Neither was particularly surprising because versatile boats that serve multiple purposes are always in fashion, and the trend toward multihulls is one that has seemingly become stronger for more than a decade and shows no sign of reversal. But it did not make the judges’ tasks any easier; both classes were formidable from top to bottom. 

Another happy occurrence was a pair of excellent homegrown entries from the USA—once a powerhouse in the boatbuilding world but more of a footnote in recent years. The fine entries from Maine builder Lyman-Morse and a new Tartan from the resilient Midwest crew were heartening additions. 

There was one final, unique aspect to the Boat of the Year 2023 competition: the number of owners aboard the yachts that we tested for the sea trials. Manufacturers reps and designers are our usual presenters, but having the sailors who purchased and commissioned the vessels always adds a new and fascinating dimension. Hearing what they chose and why is valuable input.

In that vein, we’d like to recognize Erik Asgeirsson on the J/45, a lifelong sailor who’s the very definition of a racer and cruiser. He enjoys competing aboard the boat but also sailed it across the windswept English Channel after taking delivery, and he cruises with his wife and four girls all over New England. Jim Eisenhart, aboard his Moody DS41, was about to swap sailboats for a trawler until he took one look at the yacht’s sweet deck saloon and realized it would extend his years as a sailor. Chantal and Denis Rosa’s Impression 50.1 is the couple’s second boat from the Slovenian builder, and this year they’ll be sailing it to Grenada to visit their daughter and her new baby.

It was fascinating listening to Bob Frantz and learning about the choices he made with gear and charging systems on his Hallberg-Rassy 400; an avid ambassador for the brand, he circumnavigated on an earlier model from the Swedish builder. Of course, Drew Lyman loved his Lyman-Morse LM46; his company built it. He’ll be rolling down to the Bahamas aboard the awesome performance cruiser this winter with his clan. And a special tip of the cap to Ukrainian sailor and entrepreneur Alexander Ivanov, the importer and force behind the one-design L30, who took us on one of our best sails of the week on the windswept bay.

Spoiler alert: These boats largely did very well in the competition, and it probably was not a coincidence.  

As always, the contest was conducted in two parts, with a series of dockside inspections of overall build, systems and layout preceding the sail trials. And, as always, we want to thank all the participants, who were gracious with their time and very accessible, even when we closed down their boats for viewing at busy periods during the Annapolis boat show. 

Eventually, as they invariably do, the winds calmed and Chesapeake Bay was placid. Which meant it was time to convene, deliberate and choose some winners. This year, in particular, that was the hard part. What follows is a roll call of the winners, and a closer look at each and every nominee. For our team who puts it together, our Boat of the Year program is always some of the best sailing we ever get to do. And this year, breeze on, was special indeed.

 2023 Boat of the Year: Best Overall Winner

Two for the Blue

When the spray had settled, at the top of the leader board was a pair of yachts destined for blue water and beyond: the Lyman-Morse LM46, the Domestic Boat of the Year, and the Hallberg-Rassy 400, the Import Boat of the Year.

Domestic Boat of the Year: Lyman-Morse LM46

It’s an understatement to say that Drew Lyman, president of Lyman-Morse Boatbuilding Company—the estimable midcoast Maine semicustom builder with facilities in Thomaston and Camden—knows a thing or two about cruising boats. After all, his father, Cabot, founded the firm in the late 1970s, and several years later, circumnavigated with his family on a Sparkman & Stephens-designed Sequin 49 produced in his yard called Chewink, with Drew aboard for significant legs of the journey. Many lessons were learned; many memories were lasting.

When Drew decided he required a boat for a similar rite of passage with his own family, at first he was drawn to the notion of a cruising catamaran, and for a while, he leaned heavily in that direction. But when push came to shove, he decided to move forward with a monohull; one in size and in spirit was a descendant of the Sequin 49 of his youth.

That yacht is the Lyman-Morse LM46, a striking performance cruiser from renowned New Zealand naval architect Kevin Dibley, who created a light, fast sailboat that’s both strong and sleek, and a testament to the skilled craftsmen who built it. Lyman then added his own personal touches, including many features he borrowed from legendary skipper Stan Honey, whose Cal 40 took overall honors in this past summer’s Newport Bermuda Race after a refit at—where else?—Lyman-Morse.

Our judging panel was thunderstruck by both the formidable sailing prowess and the exacting level of execution, and unanimously awarded it the title of Domestic Boat of the Year. Judge Mark Pillsbury sums up the collective opinion of the judges: “Cold-molded construction, top-notch systems, a powerful sail plan, and an interior that is both practical and lovely at the same time. Wow! The Lyman-Morse LM 46 is a heck of a boat. Purpose-built for an experienced owner, for sure, but in terms of a pure sailing machine, the 46 was the standout boat in this year’s lineup of new models.”

Import Boat of the Year: Hallberg-Rassy 400

As cruising sailors, we’ve long been enamored with Swedish builder Hallberg-Rassy, and that respect has been reflected in past editions of our Boat of the Year contest, where the company has enjoyed numerous successes. The latest offering continues a trend introduced since noted Argentine naval architect German Frers has become the line’s principal designer. It’s oftentimes not easy for a company with proven results to change what’s already a successful formula. But this latest 40-footer is a yacht that has certainly evolved, and in doing so, it’s the 2023 Import Boat of the Year.

The cockpit windshield is a feature that warms the heart of every Hallberg-Rassy owner, and it’s continued here. But the aft-cockpit configuration is certainly a departure from the brand’s earlier iterations (including the yacht the 400 succeeds in the line, the center-cockpit 40C), and so too are the twin wheels and corresponding twin rudders. Those matching helms provided the judges with one of the best sails of the contest, a jaunt that began in light airs, and just got better and better as the wind filled. It was a winning performance.

The versatile layout, with a variety of options, is also unusual in a 40 footer, and it sealed the deal. As judge Herb McCormick said during deliberations: “This ain’t your old man’s Hallberg-Rassy. It’s a lot better. It just is.”

View all of the winners by category, meet the judges, and more…

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Once upon a time, midsize cruisers, 30 to 40 feet, dominated the market, and harbors across the US were filled with what were once considered to be “big” family sailboats. In this size range, a boat could sleep six or seven crew, with some models even offering one or more private staterooms. These boats often offered amenities such as hot and cold pressurized water, a shower and refrigeration, and they were capable coastal cruisers, while some went on extended voyages, including circumnavigations.

Sadly, the proliferation of midsize sailboats—and dozens of American builders launching them—is no longer the case. In fact, in this post-pandemic era, the midsize cruiser is an endangered species; the major overseas production boatyards have largely abandoned the entry-level buyer in lieu of manufacturing bigger boats that address the demand for three, four and even five private cabins, often with en suite heads. But all is not lost for sailors looking for new boats under 40 feet because there are still several companies knocking out quality vessels in well-designed packages that will get you just about anywhere you wish to go. Here’s a trio of craft that fits that bill and, collectively, they made a splash at the U.S. Sailboat Show in Annapolis, Maryland this year.

The “C” in German builder Bavaria’s C38 is for “cruising,” and more specifically, as stated by company reps, family coastal cruising. It’s a sweet spot for the under-40-foot market, and Bavaria has managed to pack a lot of punch in that length overall. Hard chines maximize the interior volume, and the three staterooms in this roomy two-head 38-footer are expansive and impressive. BOTY judge and yacht designer Gerry Douglas noted the wide radius of the bow, which allowed the owner’s cabin below to be pushed far forward, making the most of the interior space.

Twin wheels have become the rule, not the exception, in contemporary cruisers, and the Bavaria’s are stationed well outboard, which provides plenty of visibility forward and a nice passage from the cockpit to the drop-down transom and boarding ladder. Sail control lines are led aft to winches at either wheel. The boat our judges sailed had an easy-to-manage self-tacking jib and an in-mast furling main; an over-lapping genoa is available for owners looking for a little more oomph from the rig. 

The C38 was designed by Cossutti Yacht Design, a firm known for slippery hulls. Underway, its single rudder felt responsive, and on a close reach, the boat scooted along nicely. 

Overall, judge Ed Sherman thought its stated purpose—”a family coastal cruiser”—was an honest and straightforward one.

The Sun Odyssey 380 is the fourth boat in Jeanneau’s line of cruising sailboats to employ the walk-around deck that has earned a host of awards and recognition in Boat of the Year circles. Rather than having to climb over the coaming to reach the deck, the side deck slopes down as it passes the cockpit, so crew can simply walk around either of the two helms and stroll forward. An added bonus is the height of the rear pulpit railings and lifelines as one makes the transition.

This latest design from performance-oriented French naval architect Marc Lombard combines a host of go-fast features: twin wheels and dual rudders; an integrated bowsprit for setting quick-reaching and running sails; a high-aspect rig that will acquit itself well not only for speedy passages, but also for those inclined to mix it up on the club racecourse. 

The boat we sailed had a traditional main and boom sail pouch, which was a refreshing change from the in-mast furling sails many of the other boats in the fleet carried. Rather than fairleads mounted on genoa tracks, the over-lapping jib’s sheets are run through friction rings that can be adjusted up and down, as well as in and out, an arrangement that allows for true fine-tuning of the sail’s shape. The result, well, let judge Tim Murphy weigh in here: “It really was a lovely boat to sail. Boy, and we got out there this morning, the breeze was light and you really, really felt the pleasure of going sailing.”

The 380 was comfortable, as well. Down below, the layout is traditional, with a simple saloon incorporating the galley, dining area and nav station. What’s not broken need not be fixed.

Rounding out this category was a very different boat, the Hallberg-Rassy 340, built in Sweden at a yard renowned for its bluewater cruisers.

At 80, the great Argentinian naval architect Germán Frers is a living legend, with an unparalleled career designing everything from high-end race boats to superyachts. But Frers is nothing if not versatile, which he proved with this beautiful, twin-wheeled cruiser. Judge Ed Sherman summarized its winning appeal: “We started our sea trial with no wind, then it built slowly. And this boat sailed beautifully. It’s such high quality; it’s high-end, furniture-grade interior versus the Ikea treatment we sometimes see. What an impressive boat.”

The other judges were not far behind in their praise of this twin rudder, twin wheel boat—quite a change of pace for the builder, though it allows for beam to be carried farther aft, creating additional volume for accommodations below. 

In describing the design brief, judge Tim Murphy recalled that the importer of the boat described it as being intended for a cruising couple to go out for a weekend, a week or a month. In practical terms, this translates into adequate storage, a workable galley and accommodations that allow a crew to feel secure and stay rested, both underway and at anchor.

Said Murphy, “I love the interior of that Hallberg-Rassy maybe more than any boat in this year’s fleet. I loved being in that space.” And his colleagues did too, which is how the 340 came to be named Best Midsize Cruiser (Under 40’).

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Perhaps because I spend the majority of my time living aboard a sailboat in New England, I enjoy a warm and bright cabin where I can retreat on a cold, gray day. And since most of my sailing takes place with just a couple of us aboard, I appreciate boats that are easy to tack and handle but still spirited when the breeze is on. After visiting the Hallberg-Rassy 412 with our Boat of the Year judges during last year’s U.S. Sailboat Show in Annapolis, Maryland, I was able to check off both those boxes, and then some. On the day of our dockside visit, there was a nasty rain falling, so it could have been steamy and uncomfortable with several of us down below and the hatches closed tight against the weather. Instead, thanks to a pair of cabin-top vents, fresh air circulated through the saloon, and light poured in from an overhead fore-and-aft-opening hatch and ports in the cabin sides and hull. “Great ventilation. I starred this one,” noted BOTY judge Bill Bolin. And later, when we went sailing? Let’s just say there was a good-natured fight over who got to drive. In a decent breeze of 10 to 11 knots, the 412’s powerful main and slightly overlapping jib sent us skipping upwind closehauled at 7.3 knots. I like to sit to leeward when steering, and I found my perch quite comfortable, and better yet, the double-ended mainsheet was at my fingertips on either tack. Coming about singlehanded was not a problem either, with winches for the jib sheets within reach, and I found sight lines forward and across the cabin top to be quite good. I must say, after sailing mostly twin-helm boats with relatively small wheels on recent sea trials, it was a nice change of pace to have a large-diameter helm that responded instantly to fingertip pressure. A rudder post set in a pair of self-aligning bearings helped too.

After relinquishing the wheel (reluctantly) I moved forward in the cockpit and found a seat behind HR’s trademark fixed windscreen and against the tall coamings. I could have stayed there all day.

Hallberg-Rassy is known for building solid boats. Hulls are hand laid, using a vinylester barrier coat, and cored with Divinycell from the waterline up, which also acts as insulation against heat and cold. Underway, it’s remarkably quiet down below, something those off watch will appreciate on passages of any length. Solid glass is used below the waterline and anywhere hardware is mounted. Longitudinal beams further stiffen the hull.

The decks and cabin top are a composite sandwich, and the deck and interior bulkheads are tabbed and laminated in place before wiring, hoses, tanks, engine or furniture are installed. This adds hours to the build time, but it guarantees strength and access to all components should repairs be needed.

Deck hardware on the 412 is top-notch. A heavy-duty two-anchor roller sits on the bow. On the boat we sailed, one anchor channel was taken up by a removable stainless sprit for flying off-the-wind sails. A stainless plate protects the teak deck from being damaged by the anchor chain that drops from a below-deck Lewmar windlass into a deep locker below. Windlass controls are found both on the bow and at the helm.

Mast, boom and rigid vang are from Seldén, as is the below-deck Furlex jib furler. The boat we sailed had upgraded Elvström Epex membrane sails, and they were lovely. All this comes at a price, of course. A base boat sells for just over $500,000, while the boat we sailed, including electronics, air conditioning and a retractable bow thruster, carried a price tag of about $600,000. Still, Bolin noted, each buyer judges value differently.

The 412 was designed by Germán Frers, and is the largest aft-cockpit model the company builds. From there up to the HR 64, the boats are only offered with a center cockpit and come with an owners cabin aft. On this boat, three basic interiors are offered. Standard layout is with a guest cabin aft to port, an en suite owners cabin ­forward and a second head to starboard at the foot of the companionway with a separate shower. This provides for an ample storage locker aft of the head, accessible from the cockpit above. Two aft cabins are also available, and an owner has a choice in the saloon of having a settee to starboard or a pair of captain chairs. In either case, a drop-leaf table and L-shaped couch are opposite, to port. If I were choosing, I’d go with the settee version because the seat back folds up and out of the way to make a wide, ­comfortable sea berth.

The L-shaped galley is well-stocked and located at the foot of the companionway to port. A top-loading fridge and gimbaled stove and oven are outboard; a double sink, drawers and an optional freezer face forward. Across is a full-size chart desk.

When standing below, surrounded by mahogany woodwork, the craftsmanship from the HR yard stands out.

“Going down below,” said judge Tim Murphy, “it’s as lovely as it ever was.” Noting the ample handholds found at every turn, he added, “The fiddles are just these beautiful sort of rounded shape that’s perfect for your hand. It looks great and feels great. Very nice.”

Indeed, as we collected our bags and gear at the end of our test sail, I couldn’t help but think the 412 would be the boat to be on, anchored in some pine-fringed cove, on a blustery fall New England afternoon. It would feel just like home.

Hallberg-Rassy 412 Specifications

Hallberg-Rassy
410-867-9022
hallberg-rassy.com

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Winner: Elan GT5

This is going to be a tough category,” said Bill Bolin of the Best Midsize Cruiser 40 to 44 Feet division. “We have three very different but very good boats in this class — the Elan GT5, the Hallberg-Rassy 412 and the Jeanneau Sun Odyssey 440.”

To begin, Bolin said of the Jeanneau Sun Odyssey 440, “It’s the best Jeanneau I’ve ever seen.” The judging panel agreed, crowning the boat the fleet’s Most Innovative design for 2018.

And what, exactly, led to that designation? “One big reason is the side decks,” said Tim Murphy. “One of the design features is wide-open side decks all the way aft” that permit easy egress going forward without the need to scramble over cockpit coamings. “It’s a clean path ahead,” he noted. Imitation being the sincerest form of flattery, it’s something we expect to see on more boats, including a scaled-up Jeanneau 490, in the very near future.

“You go down below and, maybe for the first time, Jeanneau has separated the mast compression post from the main bulkhead,” he added. “Now there’s just a compression post that runs down into the main saloon, and the main bulkhead that would’ve come to that position is now several feet forward. So they’ve opened up more space in the main cabin and taken it away from the forward cabin, where they’re arguing you don’t need it quite as much. I think that’s also a fine change. It has twin rudders, and under sail, I thought the helm was beautiful. It’s a solid boat.”

So, too, thought Bolin, was the Hallberg-Rassy 412. “This is the largest aft-cockpit model Hallberg-Rassy has built,” he said. “There is a 40-foot center-cockpit model, but this is a different hull entirely, optimized for upwind performance, with a code zero sail for downwind work. There’s a retractable bow thruster — we saw a lot of those this year — to reduce drag and get the thruster deeper in the water and farther forward as well. The boat we inspected had upgraded sails, and when we went sailing, they were ­spectacular. There was a beautiful full-­battened sail and the boat sailed very well.

“It had a slippery hull and moved nicely,” he added. “We sailed it in 12 to 14 knots of breeze, so there was decent wind. Most of the time we were making 6.5 to 7 knots. As we fell off on a beam and then a broad reach, I think this was the first boat where we didn’t see a drastic drop in speed. It performed well on all points of sail. It had a nice big wheel and great visibility forward. It would be an easy boat to single­hand. I really like it.”

“This is a mainsail-driven boat, and I think that might explain why it’s so peppy off the wind,” said Murphy. “So the sail plan is a small jib with a big main. They’re one of the few remaining builders that are giving us a true traveler but also genoa sheet-lead controls from the cockpit, showing that they’re concerned about sail shape, and rightly so. Going down below, it’s the classic Hallberg-Rassy mahogany interior, and it’s just lovely, as lovely as it ever was. We’ve talked about good handholds, but on this boat, they weren’t just good, they were also beautiful. The fiddles are these beautiful rounded shapes that are perfect for your hand. They look great and feel great. Very nice.”

That left the Slovenian-built, 43-foot-4-inch Elan GT5. The company builds dedicated lines of racing and cruising boats, but, said Murphy, “The GT5 is sort of a hybrid between those two lines. It has a high-­performance hull and a very comfortable cruising interior.

“Sailing it was pretty joyful,” he continued. “We sailed in very light air and it was still moving very nicely. It looked really good on the water. It really seemed to have answered the performance side of Elan’s DNA.”

“The company is doing some progressive things in terms of systems,” said Ed Sherman. “The electrical system on the boat has a nice, graphically designed power distribution panel with push buttons that light up things to let you know, for instance, that the running lights are on and that sort of thing.”

“I was really taken with this boat,” said Bolin. “It looks like a race boat from a distance, and as Tim mentioned, its DNA is rooted in that. But you go below and it’s very unique, with lots of special features. I like the galley-­forward arrangement a lot. You come down into the main cabin and you’ve got max beam where the living quarters are, you have a great sense of entry. Figuratively speaking, you’re not walking through the back door and the kitchen to get into the house. I think this layout makes very good use of space. And there’s lots of storage. Finally, I’d say it’s a high-tech boat, vacuum-bagged with 100 percent vinylester. There’s a lot to like about it.”

At the end of the day, Bolin’s colleagues agreed, which is why they chose the Elan GT5 as the Best Midsize Cruiser 40 to 44 Feet.

Other Winners:

• Best Midsize Cruiser 44-47 Feet/Overall Winner
• Best Pocket Cruiser
• Best Full-Size Cruiser 50-54 Feet
• Best Full-Size Cruiser 54-58 Feet
• Best Cruising Catamaran
• Best Luxury Cruiser
• Most Innovative

More Information

• Specs, Prices and More
• Meet the Judges

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Perhaps it’s the allure of splendid sails along the Scandinavian coastline and 20 hours of sunlight each summer day that challenge the craftsmen at Hallberg-Rassy to build interiors exquisite enough to lure you below occasionally. Once there, you can appreciate creature comforts like rich mahogany joinery, thick cushions and soothing upholstery, a Webasto diesel furnace for when it’s cold, plentiful hatches and opening ports to make things bright and airy, and work and living spaces that have been designed for life at sea.

That’s my theory, anyway, after having spent some time this past fall aboard the new HR 40 Mark II, a handsome center-cockpit bluewater cruiser from Sweden’s largest production boatbuilder.

As CW’s Boat of the Year judge Tim Murphy put it after our dockside inspection and subsequent sea trial during the U.S. Sailboat Show in Annapolis, Maryland, “As far as fit and finish down below, this is, bar none, the one that I would most like to live in.”

The Mark II incorporates several changes to the company’s popular 40-footer that’s been in production for about a decade. The boat we sailed was hull number 164. In comparison to the Mark I, it has a slightly taller (25 centimeters), three-spreader Seldén rig; more headroom under the boom thanks to a deeper cockpit; minor changes down below to provide more headroom in the walkthrough to the spacious aft cabin; and several additional features such as ports embedded in the hull, a removable stainless-steel sprit for asymmetrical sails, adjustable-from-the-cockpit fairleads for the optional 140 percent genoa (a 100 percent working jib comes standard) and, on the boat we sailed, a roller-furling main.

Down below, designer Germán Frers’ original drawings were tweaked to allow for four possible layouts. We saw the standard interior with settees on each side of the saloon and a drop-leaf table in between; the aft cabin was ­fitted out with a double berth to port and single sea berth to starboard. Other layouts replace the portside settee in the saloon with a pair of captain chairs with a cocktail table in between, and in the aft cabin, a double berth to port with seating to starboard or a centerline double berth with seating to either side.

In all the interiors, the well-­appointed galley is located to port at the foot of the companionway, opposite the nav station. Forward of the saloon, there is a large hanging locker and vanity to port just aft of the V-berth, and a head with separate shower to starboard.

As with all sailboats, size, accommodations and equipment compete. The HR 40 MK II packs a lot into a 40-foot hull. While one sailor might find some spaces tight, another would call them cozy, which was the case with our BOTY judges. With several of us aboard, the bimini and canvas dodger made the cockpit feel cramped during our dockside visit; I found when sailing (with the bimini down) and with fewer of us taking up space, that I enjoyed the room behind the wheel, and I appreciated the easy access to the Lewmar sheet winches when trimming sails.

Construction of the HR 40 is top-notch, as it should be on a boat that, well-equipped, sells for $520,000 (base price is $427,000). The hull is solid fiberglass to the waterline and then cored above it, as is the deck, with Divinycell foam to keep weight down and provide insulation for heat and sound purposes. A layer of ­vinylester resin is added behind the ­gelcoat to prevent blistering, and the bottom comes from the factory with two coats of epoxy primer beneath the antifouling paint. Unfortunately on the day of our test sail, the breeze took a holiday. Even so, the wheel and rod-linked steering was smooth and responsive, and in about 5 knots of wind with the optional screecher set on a continuous-line furler, I was able to coax the speedo up to 3.

I must say, even in those light conditions, I was smitten. I left the HR 40 MK II longing for a few of those 20-hour days filled with breeze and sunlight along a secluded coastline.

Mark Pillsbury is CW’s editor.

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For more information, visit www.hallberg-rassy.com

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For more information, visit www.hallberg-rassy.com

The post Hallberg-Rassy 44 appeared first on Cruising World.

There’s a lot to love about today’s big and beamy sailboats. Sporty twin helms open up the cockpit, overhead arches keep sheets out of the way of lounging crew, and down below, the hard chines that are de rigueur in current design thinking provide interior volume that lets you live and entertain as comfortably on the water as you do at home.

Still, I have to admit my heart fluttered a bit when I stepped aboard the Hallberg-Rassy 43 Mk III. It is, after all, quite traditional by design, though it’s built using the very latest materials and outfitted with top-of-the-line gear and hardware. Covered with an abundance of teak abovedecks and rich, warm mahogany below, the HR 43 is lovely to look at and lively to sail. More on that in a moment.

The 43 was designed by longtime HR collaborator Germán Frers.Hallberg-Rassy built nearly 200 of the earlier versions of the boat prior to the launch of the latest iteration at last fall’s U.S. Sailboat Show in Annapolis, Maryland. Updates reflect elements the Scandinavian builder has incorporated into several of its other models, such as the HR 48, 55 and 64. Portlights have been added to the hull to let in more light, and seven of the boat’s 12 hatches open to let in plenty of air down below. In the well-equipped galley, counter space has been increased slightly. By adjusting the width and placement of the cockpit coamings above, the builder added headroom in the passageway between the sit-down nav desk and the owner’s cabin aft. And speaking of the aft cabin, a buyer can now choose between a centerline queen berth and portside sofa, or a double berth to starboard and a single sea berth to port.

With the latest design, owners have a choice of full-batten mainsail or in-mast furling main with vertical battens (which the boat in Annapolis had); the standard 6-foot-7-inch lead keel or a shallow-draft 5-foot-7-inch foil; and bow and stern thrusters for easier close-quarter handling.

On his Boat of the Year entry form, builder Magnus Rassy described the 43 as able to “go anywhere, anytime, for up to four people.” But really, this is primarily a couple’s boat that features a comfortable forward cabin for two occasional guests. The L-shaped dining area to port in the saloon is big enough for friends but intimate for two. Opposite, a pair of captain’s chairs would be ideal for a relaxing evening spent reading, though they can be replaced with a settee for an additional sea berth.

With the requirements of a sailing couple in mind, I would say that on the day of our sea trial, with a half-dozen people aboard, the center cockpit felt tight at times as the Boat of the Year judges and I moved about to trim sails and take our turns at the wheel. But that same space would likely feel just right for two people clicking off the miles. Standing watch under the hard dodger and behind the fixed windscreen would certainly be pleasant on a damp, breezy night. The wide wheel allows the helmsman to sit to either side to see past the dodger.

Winches for the double-ended mainsheet are close at hand on the deck, just aft of the helm station; the jib-sheet winches are located just forward of it. If I were buying the boat, I would opt for the standard pedestal; the owner of the boat we sailed chose a wide one that made moving around it somewhat awkward. I’d also consider a folding wheel to make going forward and below easier while at anchor.

Wide teak side decks and solid bulwarks, also capped with teak, ensure solid footing when moving about on deck; handrails on top of the dodger and running the length of the cabin top were an added bonus.

Hallberg-Rassys are bred for the chilly waters of northern Europe. The 43 comes equipped with a Webasto diesel heater, and the hull and deck are cored with Divinycell, which both reduces weight and provides insulation from heat and cold. (The area surrounding the keel is solid glass for added strength.) A layer of vinylester resin is used during the hand-layup of the hull to prevent blistering.

Throughout the interior, the woodwork appeared to be top-notch. The aft cabin included a private, en suite head and stall shower; the head and shower forward can be accessed from both the saloon and V-berth. Overall, I thought the accommodations looked quite comfortable and inviting. As luck would have it, we got to sail the 43 in a dying afternoon breeze. Still, in wind that hovered in the 5-knot range, we managed to keep the boat speed approaching 4 knots, and even pushed it toward 5 knots when we set a colored downwind sail for the ride back toward the harbor. Any boat will move along in lots of wind; the well-designed ones will keep pace when conditions are light. For the record, I loved the view from the seats fashioned into the stainless rails of the aft pulpit.

Hallberg-Rassys have a well-earned reputation for being no-nonsense cruisers, but like other top-end boats from Scandinavia, they come at a price. The base cost for the 43 Mk III is just under $600,000, though the boat we sailed, loaded with an electric furling main and lots of other options, including the hard dodger (canvas comes standard), was closer to $800,000 commissioned and delivered to the East Coast.

Price aside, sitting below and watching the light dance off the matte-finish mahogany as we sailed along, I couldn’t help but imagine a calm evening in some ­palm-fringed anchorage or ­p­ine-lined Down East cove. Almost without thinking, I found myself headed down the most fanciful of paths: “If this were my boat … ,” it began.

Mark Pillsbury is CW’s editor.

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