Back in the day, ­after Cruising World launched in the mid-1970s, a steady helping of rugged, well-built cruising boats—from a collection of British builders that included Westerly, Nicholson, Oyster, Contessa and many others—frequently appeared in these pages. Personally, I was most attracted to the Moody line, perhaps because one of its frequent naval architects, Angus Primrose, was a close friend of the magazine’s publisher and a regular contributor. Plus, having been founded by boatbuilder John Moody in the early 19th century, Moody struck me as the quintessential English shipyard.

Moody began to produce fiberglass sailboats in 1965, with Laurent Giles and Bill Dixon joining Primrose as the principal designers. During the next 30 years, Moody launched 39 models and knocked out more than 4,000 yachts, a notable run that concluded in 2005, when production ceased. 

In 2007, German marine conglomerate Hanse Yachts AG acquired the brand, and any concerns about the new landlords taking it all in a completely different direction were quickly put to rest when it named Dixon as the designer for all its new models.

Which brings us to the accomplished master’s latest creation, the inspired Moody DS41 (the initials stand for “deck saloon”). Excuse me while I gush, and please pardon the cliché, but the DS41 is solid proof that a seasoned dog like Dixon, who drew the lines for one of the more interesting new boats for 2023, still has some fancy tricks up his sleeve. Indeed, as a member of our most recent Boat of the Year judging panel, I joined my colleagues in unanimous agreement while naming the DS41 the year’s Best Full-Size Cruiser. 

Oyster may have been the company most responsible for the deck-saloon frenzy of this century’s early aughts, but Dixon has taken the concept to a fresh new level, borrowing elements from the contemporary catamaran craze to produce a monohull that shares several traits with modern cats. 

For starters, with its nearly 14-foot beam and walkaround deck, it’s a wide, accessible platform that’s easy to negotiate. Sliding patio doors open to a spacious cockpit with a retractable sun awning that can be open or shut depending on conditions. As with a cat, those doors, when opened, allow a seamless transition from the saloon to the great outdoors, essentially creating a single-level open floor plan on the main deck. Forward, a sun pad on the foredeck (with an adjustable headrest) converts to a bench seat. It’s hard to believe that this is all happening in a 41-foot footprint.

To my eye, it’s a quite good-looking vessel. At the pointy end, the plumb bow maximizes the waterline length and is home to a pair of headsails: a code-zero-type reacher on the forward stay and a self-tacking jib on the after one. A trio of hull windows rests under a substantial bulwark, capped by an impressive stainless-steel handrail. The low-slung coachroof has a wraparound window and is carried well aft in service of the aforementioned cockpit awning. The obligatory hard chines are barely noticeable with everything else going on, but they are responsible for the wide beam that’s carried well aft, as well as the generous interior volume. The twin wheels (with a pair of rudders) are positioned well aft and outboard, permitting easy egress between them to access the drop-down teak swim platform. (Did I mention that all this is contained within 41 feet?)

The saloon is well-thought-out, with a straight-line galley to port facing an L-shaped settee and dining table to starboard. Just forward of the galley is a navigation station that included, on our test boat, the optional autopilot and engine controls for inside steering and operation when the weather turns funky. It’s a wonderful feature that should be at the top of the list of additions for any owner. 

On the lower deck, there are a quartet of interior layouts, all of them two-stateroom configurations (this is a couple’s boat, I’d say, with room for occasional guests). The master stateroom forward is the centerpiece of all four accommodations plans, while the guest stateroom can be configured with twin berths or a double. A wide choice of colors for the hull and upholstery are available, and the interior furniture options include oak, teak, and mahogany.

My fellow Boat of the Year judge Ed Sherman was equally smitten by the details: “The boat was equipped with all high-end Victron electrical gear and done to a high standard. I particularly liked the nearly 1-inch-round handrail that takes the place of traditional lifelines around the entire deck. Because the engine is under the cockpit sole and pretty much isolated from the interior deckhouse, our sound test while motoring was among the quietest in our group at 60 decibels at 2,000 rpm while making 6.8 knots, and 66 decibels at 2,400 rpm while making 8.3 knots.”

Collectively, what blew us judges away was something unexpected: the stellar sailing performance. “I expected this boat to sail like a typical motorsailer, i.e., not so well,” Sherman wrote. “Boy, was I wrong.” 

Judge Mark Pillsbury seconded that sentiment: “The most surprising aspect of the Moody DS41 wasn’t the near-360-degree view from the saloon or the creative use of interior space. … No, it was the sailing performance, which had us clipping along at 8 knots in about 13 knots of breeze.” A nod here goes to the team at Quantum Sails, which delivered the superb inventory on our test boat. 

Truthfully, however, what sealed the deal for all of us was that the new owner of the Moody DS41 that we sailed was on board for our sea trials, and his joy was infectious. Jim Eisenhart is a vastly experienced California sailor who’d decided it was time to move over to the “dark side” and purchase a trawler for what may well be his last boat. But the combination of that inside steering station and easy, fantastic sailing was too hard to resist. 

And he was clearly quite pleased with his decision. As well he should be. The Moody DS41 speaks to the sailor in all of us.

Moody DS41 Specifications

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To say that French shipyard Fountaine Pajot has a long and varied history is to traffic in understatement. Founded in 1976 by a quartet that included Olympic sailor Jean-François Fountaine and offshore racer Yves Pajot, the company initially specialized in racing dinghies and IOR-rule monohulls. It later delved into large, record-setting transoceanic catamarans and trimarans. It wasn’t until 1983 that the yard pivoted to cruising cats, beginning with the Louisiana 37. In the four decades since, Fountaine Pajot has produced more than three dozen models, many named after the destinations or islands that inspired them: the Tobago 35, the Saba 50, the Eleuthera 60 and so on. 

Which brings us to model year 2023, and the US introduction of Fountaine Pajot’s Tanna 47. Named for a South Pacific island in the Vanuatu chain, the 46-foot cat earned top honors as the Best Cruising Multihull in one of the stronger classes of the 2023 Boat of the Year contest. I served on the judging panel, and I have to say, the Tanna 47 is probably my favorite boat in the entire FP line. It’s structurally sound, fairly techy and good-looking, and it sails very well. 

Nowadays, the naval-architecture office of Jean Berret and Olivier Racoupeau—the team responsible for designing the Tanna—seems to be ­everywhere, but has a long connection with Fountaine Pajot, having designed the Marquises 53 way back in 1991. The Tanna replaces another Berret-Racoupeau collaboration, the Saona 47, which had a production run of 150 boats. On the Tanna, there are plumb bows that max out the waterline, a pair of windows in each hull, a nifty wraparound coachroof window, and a raised helm to starboard topped with its own Bimini. The aesthetics are clean and crisp. A big upgrade from the Saona is the expanded lounge area on the flybridge with a sundeck and a settee (a signature Fountaine Pajot feature). There’s also an inviting sun pad on the main deck just abaft the trampolines. 

Another positive aspect cited in our Boat of the Year deliberations was the versatility of the two available ­accommodations plans. The Quintet layout, with five ­double staterooms and five heads, is optimized for charter or a growing family. The other layout, called the Maestro, zeroes in on private ownership with a large owner’s stateroom that includes a vanity, desk and en suite head in the port hull. Two double-berth guest staterooms have their own heads in the starboard quarters. 

The central saloon is the same in both versions, with the highlight being the commercial-­grade U-shaped galley to port adjacent to the cockpit’s sliding doors. An efficient and dedicated navigation station is to port, within a few short steps to the raised wheel. The couch and lounging area in the main cabin is sumptuous and welcoming. So too is the dining and seating arrangement in the cockpit; covered by the flybridge, it’s an all-weather space for kicking back or entertaining. 

The resin-infused construction employs a balsa core for a relatively light but solid structure. The standard engine package is a pair of 50 hp Volvo Penta diesels with saildrives, but our test model had the upgraded 60 hp options. At 2,700 rpm opened up, the boat made a solid 9 knots, which was the second-fastest ride in the entire Boat of the Year fleet. 

Another notable feature is the array of flat, flexible Solibian solar panels that are essentially glued to the cabin top. On our test boat, they produced 1,700 watts of electricity—enough to run the primary systems (electronics, fridge, air conditioning) all day long. Fountaine Pajot is serious about addressing environmental concerns in the marine sector, and recently announced the formation of its ODSea Lab and initiative, a platform meant to accelerate technological progress with regard to materials, renewable energy, and electric ­propulsion. The goal is net-carbon-­neutral boatbuilding by 2030, with all-electric models as an auxiliary option across the brand.

Happily, we had just about ideal conditions to conduct a test sail, with 13 to 15 knots of solid breeze coursing across Chesapeake Bay. The Tanna’s primary power source under sail is a traditional, generous, roachy full-battened mainsail, augmented by a high-cut and slightly overlapping jib. Upwind, the boat achieved a tidy 6.5 knots, which ratcheted up to a solid 7 knots once cracked off to a reach. The steering was smooth and even, and driving the big cat was a lot of fun. 

Cat designers have given a lot of thought to sailhandling systems, with separation between the helm and the winches and clutches often being a high priority. I like the Tanna’s setup: a dedicated pod forward of the helm with all the controls, including a set of Lewmar electric winches, ready and at hand. The visibility, of both the seaway and the sail plan, is terrific. For shorthanded sailing, punch the autopilot and step into the pod to make adjustments. It’s simple and elegant at the same time. So, there you have it. The Tanna 47 isn’t just named for that slice of Pacific paradise; it actually has the chops to get you there.

Fountaine Pajot Tanna 47 Specifications

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

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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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As the first sliver of sunlight peeked over the edge of the horizon, I cocked my head to face it, hoping for any ounce of warmth that might counter the chill from the overnight cold front. The stiff northerly blowing 15 knots on the nose wasn’t about to relinquish its grip on my chattering teeth. Adrenaline finally began to warm my soul as I, along with the rest of our crew, zipped across the harbor toward the gorgeous new Lyman-Morse 46—the first boat scheduled for test sails in the Cruising World Boat of the Year contest. 

It was at that moment I realized two things: One, the warm-blooded Florida kid in me was tragically ill-prepared for these elements; and two, I’d probably just signed myself up for what would be the most intensive week of sailing I’d ever done. 

Having edited dozens of “Best Of” features for various magazines through the years, I’ve learned that when it comes to awards programs, all that glimmers is not always gold. Vanity awards programs have long been a profitable cog of the public-relations wheel, which is probably why nearly every media outlet has awards of some form or another. Personally, I think there are too many bogus awards. It has become difficult for readers to put any trust in awards at all nowadays.

Cruising World‘s Boat of the Year awards, and the expert panelists who decide the winners, are very much the real deal.

So, when I arrived at Cruising World last year, I fully immersed myself in the Boat of the Year process, wanting to make sure that it wasn’t yet another imitation of the real thing. (The opportunity to sail 17 sensational new sailboat models had nothing to do with it, I swear.) 

I learned an important lesson: This magazine’s annual contest is different. Seriously different.

Each year, the contest is judged by a revolving, independent panel of marine experts who evaluate the fleet in two stages: dockside during the United States Sailboat Show in Annapolis, Maryland, and then in dedicated sea trials on Chesapeake Bay. This year’s panel of judges—Herb McCormick, Mark Pillsbury and Ed Sherman—set a pretty high bar. In fact, no other program I’ve been a part of puts boats through such rigorous trials. These judges measure every spec, inspect every inch of rigging, unscrew every electrical panel to examine the wiring behind it, scrutinize every element of construction, and question every layout option. Basically, they unbutton everything that boat-show exhibitors spend days buttoning up, all in service to the legitimacy of the CW Boat of the Year awards. 

No wonder so many winning boatbuilders proudly display blue triangle Boat of the Year awards banners at their boat-show booths. For nearly 25 years, Cruising World’s annual Boat of the Year program has been the recognized leader in inspecting, testing and rewarding the best sailboats introduced into the US market by boatbuilders the world over. Throughout the history of the competition, the rotating crew of judges has sailed hundreds of boats, and in doing so, helped the Boat of the Year program earn its reputation as the gold standard of international sailboat awards. 

Congratulations to the 2023 CW Boat of the Year winners (that are profiled in this issue. And to our readers, I hope you continue to get as much out of our annual reconnaissance mission as our team continues to put into it. 

I hope you’ll find the rest of our January/February issue as well-rounded as this year’s fleet of Boat of the Year nominees. In this issue, join us off-grid in the remote cruising grounds of Greenland aboard the Stevens 47 Polar Sun, where adventurer Ben Zartman finds that sailing in Greenland is not what he thought it would be—turns out “it’s even better.”  

Then, prepare to leave your comfort zone on a wild 2,850 nautical-mile Pacific Ocean passage with Michael Pschorr, who, at 78 years old decided that he wasn’t going to let his age get in the way of making memories of a lifetime with his son. It’s a heartwarming story that every parent can relate to, though few get the opportunity to make it happen. 

Other January/February issue features CW’s newest column, where longtime contributing editor Jim Carrier gives our once-popular Classic Plastic column new life as This Ol’ Boat. In the first installment, you’ll meet a charming couple who turned a Little Harbor 44 once owned by designed Ted Hood into a years-long home for adventure. Also in the issue, we’ll take a look at several big rallies happening in 2023, how you can get involved, and why you should; the story of a costly lesson in do-it-yourself engine repair by veteran mariner Roger Hughes; inside tips on how to change a raw water pump; and how having the right buddy boat can make your cruising experience even more fun, educational and memorable.  On Watch columnist Fatty Goodlander pleads his case that everyday situations that come from cruising with safety harnesses are more complicated that we might think. Electronics guru David Schmidt reviews the latest, greatest PFDs to keep your head above water in an emergency. And CW’s charter guru Chris Caswell reveals his tried and true ways to avoid painful, cancer-causing sunburns on a charter (or on any boat)—and how to treat them if the rays get the best of you.  

The January/February issue is in mailboxes and available at newsstands now. If you don’t have one, grab one. If you’re not currently a subscriber, I hope you’ll consider becoming one. On behalf of the Cruising World crew, thanks for reading. As always, don’t hesitate to let us know your thoughts.

Most of all, on behalf of the entire Cruising World crew, I want to wish you a glorious holiday season of peace, fair seas and a steady breeze. 

—Andrew Parkinson, editor-in-chief 

The post Best of the Best appeared first on Cruising World.

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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Winner: Tartan Yachts, Tartan 365

Longtime Tartan Yachts designer and mainstay Tim Jackett joined our judges for the sea trial of his latest creation, the Tartan 365. Remarkably, it was Jackett’s first spin on the yacht, as well as ours. It was a terrific, windy sail.

“On a breezy day, with probably a little too much sail up, we had a thrilling test sail,” judge Mark Pillsbury says. “Thanks to a self-tacking jib mounted on an inner forestay, the boat was well-mannered close reaching to windward. And cracked off with the reaching sail set, let’s just say that the ride home was a thrill.” 

Of the double-headsail setup, which Tartan calls its CCR (cruise control rig), judge Herb McCormick agrees: “It just really works. You know, it really is great to have that option to really be able to switch gear when you’re hard on the wind. Then you crack off at 20 degrees, and you roll up the little jib, and you unroll the code zero, and it’s a whole different sailing experience. You’re hauling the mail.” 

The [Tartan 365] was well-mannered close reaching to windward. And cracked off with the reaching sail set, let’s just say that the ride home was a thrill.”

—Mark Pillsbury 

Judge Ed Sherman has a different take: “According to Jackett, COVID forced the plant to move and acquire new staff. In my view, this ended up as a change for the best because I saw significant improvements in the behind-the-scenes quality and detail work than on Tartans a few years back. First class all the way here.” 

Jackett was smiling at the conclusion of our test sail. Though he did not yet know the BOTY results, whatever transpired, he already realized he had a winner. 

Finalist: Beneteau Oceanis 34.1

The Beneteau Oceanis 34.1 is the latest in the French builder’s Oceanis line of cruisers, following the Oceanis 30.1, an earlier BOTY award winner. 

“There is a lot to like about the Oceanis 34.1, starting with the way the boat handles,” Pillsbury says of the twin-wheel 34-foot yacht. “We had a fair amount of breeze for our test sail, and the boat felt very comfortable, even without reefing.” 

McCormick also finds much to like with the vessel: “Beneteau is building this boat in its facility in Poland, and I thought that the overall build quality was very impressive. And of all the boats in this category, I found the Oceanis to be the best sailing platform, with a terrific cockpit layout. The spacing and sailhandling controls are fantastic; it’s a super-fun and easy boat to operate.” 

Sherman notes a new feature the company has introduced in all its offerings: “This boat was equipped with Beneteau’s Seanapps system, which is quite impressive. The app, linked to your cellphone, will provide GPS position, important engine data, battery-charge level, bilge-water level, fuel and water levels, and a maintenance logbook, to name some of its features. The app can connect you directly to your Beneteau dealer to set up maintenance services as needed. The app is a subscription-based service, but I think it’s worth its weight in gold.”

Finalist: Dufour Yachts, Dufour 37

Now under the auspices of French building consortium Fountaine Pajot, Dufour has made a concerted effort in the past several years to overhaul the look and presentation of the brand. Our panel agrees that the approach is moving in the right direction. 

Pillsbury is impressed with the use of space aboard: “You can cruise comfortably with only so many people on a 37-foot boat, and I thought that the two-cabin, one-head layout of the Dufour 37 that we sailed worked well. With a large storage locker and more-spacious shower in lieu of a third cabin, there was plenty of space for a couple to spend considerable time aboard, and room for guests, should they pop in from time to time.” 

Our systems expert, Sherman, goes deep in his praise, saying: “Small details on this boat impressed me. This boat was one of the few in our group that took the effort to seal the end grain on the plywood veneers that make up the cockpit table. The screws that hold this table together all have neat threaded caps on them where the screw extends beyond the nut holding things together. Nice, small touches that make a difference. While motoring, the boat was among the quietest in our group this year, rivaling some of its competitors costing significantly more money.”

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Winner: Hanse Yachts AG, Moody 41DS

“I expected [the Moody DS41] to sail like a typical motorsailer, i.e., not so well. Boy was I wrong.”

—Ed Sherman

You don’t need to go back too far to recall when deck-saloon sailboats were all the rage. Oyster Yachts first promoted the style, and it wasn’t long before several major players (Jeanneau, Wauquiez, Southerly and others) joined the fray. For a while, the style’s popularity rivaled the emerging multihull market. As a design trend, it waned for some time, but now one of the original proponents has returned with the Moody 41DS, and the result is terrific. 

“I loved the boat,” judge Herb McCormick says. “I was blown away by how well it sailed. I had no preconceived notion that it would perform so well. It doesn’t necessarily look like a fast boat when you first see it, but it was a wolf in sheep’s clothing. And the interior…so much space for its size.” 

Judge Ed Sherman agrees: “I expected this boat to sail like a typical motor-sailor, i.e., not so well. Boy, was I wrong. It was equipped with all high-end Victron electrical gear done to a high standard. All of it was notable.” 

Judge Mark Pillsbury has the last word: “The most surprising aspect of the Moody 41 DS wasn’t the near-360-degree view from the saloon, the creative use of interior space, or the high bulwarks and stainless-steel life rails surrounding the entire deck. No—it was the sailing performance, which had us clipping along at close to 8 knots in about 13 knots of breeze.”

Finalist: Elan Yachts, Elan Impression 50.1

The Slovenian builder, well-known for its skis as well as its yachts, has become a major player in Europe and in the Mediterranean, where the brand is ubiquitous in the many charter operations plying the waters. Elan has made considerable inroads into US markets as well, with its Impression line of cruising boats proving a fine option for those with coastal and bluewater aspirations. 

Pillsbury summarizes the 50.1’s appeal: “Sailors in the market for a big, roomy cruising boat should take a look at the Elan 50.1. With numerous layout options, the flagship of the Impression line can be configured to meet the needs of a cruising couple or family on the go, or it can even be optimized for chartering to help defray the cost of ownership. Kudos to the twin cockpit tables that incorporate stout stainless-steel handholds.”

Finalist: Hallberg-Rassy, Hallberg-Rassy 400

Hallberg-Rassy is another brand with a long history of excellence and success in the Boat of the Year realm. The latest member of the clan continues in the same vein of earlier Hallberg-Rassy models. 

Pillsbury traces the ascending arc over the years: “Right up front, I need to confess that I’m a Hallberg-Rassy fan. They build bluewater boats that are lovely to look at and tough as nails. The new 400 fits in well with the company’s time-proven range, but with some exciting new twists such as twin rudders and dual wheels that really open up the cockpit. Better yet, the 400 can really sail. In fairly light wind, about 10 knots, we saw the speedo hover in the 7- to 8-knot range. Fun stuff.” 

Sherman digs deeper and also likes what he saw: “This boat was one of several in our group that have taken a ‘no-generator on board’ approach. Using Mastervolt lithium batteries and both 12- and 24-volt electrical subsystems, this fully equipped cruiser will regenerate battery voltage via the 60 hp engine when needed. Beautifully executed.”

Finalist: Hanse Yachts AG, Hanse 460

After a brief hiatus from the Boat of the Year waters during the downtime of the pandemic, Hanse was back in business with a yacht that earned the title of Best Family Cruiser in the 2022 European Yacht of the Year contest. 

Sherman understands why: “We’ve been inspecting Hanse Yachts for over a decade now, and they just keep getting better in terms of build and systems-installation quality. This particular boat has more refrigeration equipment installed than I can recall ever seeing on a monohull in this size category. Service access throughout was excellent.” 

The overall versatility is what strikes a chord with Pillsbury: “With an in-mast furling main, a self-tacking jib set on an inner forestay for upwind sailing, and a reaching sail set on an electric furler, the Hanse 460 has a sail plan that lets you easily shift gears to match the conditions. It was easy to move between the boat’s twin helms, and the double-ended main sheet was accessible from either wheel. Overall, the setup was very workable for a shorthanded skipper.”

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The Lyman-Morse LM46 is an heirloom-quality craft, but it is also a semicustom boat with a seven-figure sticker price, and it will have a limited production run compared with its rivals. Still, the panelists could not ignore its overall excellence. That left four powerful contestants, and the “sail-off” that followed couldn’t have been more pleasurable or rewarding. This division truly lived up to its name, with a roster of performers that lit up under sail. 

Winner: J/Boats, J/45

The Johnstone family business has certainly evolved in the 45 years since the company launched with the J/24, but the common denominator in the boats it has built since then is pretty straightforward: They’re all terrific sailing craft. Over time, J/Boats pivoted from one-design classes to ocean racers and full-fledged cruisers, and all that experience has culminated with this sleek, slick, dual-purpose 45-footer. 

“As expected, this boat sailed beautifully,” judge Ed Sherman says. “Its 75 hp Volvo Penta saildrive gave us ample speed when motoring, and was quiet too. I see this boat as an answer to the hardcore racer who wants to scale back a bit and enjoy cruising with the family in comfort while not sacrificing the performance they’re used to.” 

Fellow judge Mark Pillsbury explains what put the boat over the top in his mind: “During Boat of the Year sea trials, we’re usually accompanied by builders or dealers who tell us what a boat’s intended to do, and we’re left to determine how successfully they hit the mark. In the case of the new J/45, we got to hear directly from an owner himself, who wanted a boat that he could seriously race with his mates, and then take his family of four young daughters off cruising. After a summer of doing both, the verdict was in: He loved his new J/45. And after our sail, so did we. ‘Rides like it’s on rails,’ I jotted in my notes. ‘Very smooth.’”

Finalist: Beneteau, Beneteau First 36

The French builder’s First line of boats has always been performance-oriented (as opposed to its Oceanis line of dedicated cruisers), and the company has upped the ante since obtaining the Seascape brand and incorporating it into Groupe Beneteau. 

“I reckon First 36 owners are going to be racing more than cruising,” says judge Herb McCormick, who led the charge to give the boat “special recognition”. “It will excel in both club races and doublehanded events, which are becoming more and more popular. But this boat can do both well. It gives you so many options.” 

Sherman concurs: “Another boat offering the racing enthusiast a genuinely viable cruising option. Simple but solid construction and finished to a high standard, this model represented to me what a modern racer/cruiser should be. Equipped with a 30 hp saildrive, it motored along nicely at 8 knots, and this was on a day when we had lots of wave action and over 20 knots of wind at times. This Slovenian-built Beneteau was also a joy to sail.”

Finalist: L30 Class, L30

Our judges were highly impressed with this sweet little trailerable sailboat, which was developed by Ukraine’s most famous sailor, Olympic sailing medalist Rodion Luka, and which is still being produced in the country despite the ongoing conflict. 

Our sea trial, in a stiff 20-plus-knot southerly, was easily one of our week’s wildest. Here’s Pillsbury’s take: “The L30 is an interesting boat with just enough interior accommodations for short cruises or overnights en route to a regatta and back. The boat we sailed was set up for racing, meaning lot of lines to tug to adjust sails. But its retractable keel, cassette rudders and mast stepped on a tabernacle make trailer sailing a definite possibility.”

Finalist: Lyman-Morse Boatbuilding Inc., Lyman-Morse LM46

Our Domestic Boat of the Year is a showstopper on multiple levels, a boat built by the midcoast Maine company that produced the beautiful Seguin line back in the day, of which the LM46 is a worthy successor. 

Sherman peels back the technical layers: “Mastervolt lithium battery power and a 120-amp, high-output, main-engine-driven alternator eliminate the need for an onboard air-conditioning generator. Further enhancing this concept, the engine is connected to a Centek muffler system so that when the engine is running to recharge the batteries, things stay quiet. Our engine motoring tests confirmed this with speeds at over 8 knots with noise decibel levels in the low 70- to 74-decibel range on a 20-knot windy day that generated a lot of ambient noise.”

Finalist: X-Yachts, X-Yachts X4³

It’s always a memorable year for the BOTY judges when a new X-Yacht is one of the nominees. The Danish builder has left a consistent mark on the proceedings, with multiple victories in its respective classes over the years. 

X-Yachts’ latest versatile offering, Pillsbury says, picks up where previous models left off: “Well, they’ve done it again. The team at X-Yachts has launched another stunning performance cruiser, this one a 43-footer that’s lively under sail and well-thought-through below. Counters have deep fiddles, handholds abound, the deck is uncluttered, and the single rudder delivers smooth-as-butter steering. The X4³ replaces a popular model of the same size that sold more than 100 boats. I’m guessing that the newest model will give its predecessor a run for its money.” 

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Winner: Fountaine Pajot, Fountaine Pajot Tanna 47

This category was stacked with previous winners. In fact, every builder in the class had earned a BOTY victory in earlier editions of the event. But in both the dockside inspections and under sail, the Fountaine Pajot Tanna 47 rang a bell for our panelists. 

“I believe this is my favorite Fountaine Pajot model of all time,” judge Herb McCormick says. “The size and dimensions are ideal: It’s a big cat but not overwhelming. A big reason is the helm station, with dedicated pods for driving, and the sailhandling. And, holy cow, it really sailed well.” 

Judge Mark Pillsbury also appreciates the smart deck layout, as well as the corresponding systems: “With plenty of solar panels, a watermaker and more-than-ample refrigeration space, the Tanna 47 was set up really well for cruising and living aboard. On a beam reach in 13 knots of breeze, we scooted along at 7 to 8 knots, and I liked the setup of the helm, with the wheel being separated slightly from the winches. The boat was easy to sail solo, but there was room for the crew to jump in and help when they wanted to.”

Finalist: Balance Catamarans, Balance 442

The lone South African cat entry for 2023, the Balance 442 continued the excellence we’ve come to expect from the builder, and is a worthy successor to the company’s 482, which was named Best Performance Catamaran for 2022. 

Pillsbury offers this summation: “Many of today’s popular catamarans are built to appeal to a wide audience composed of private owners and charter companies. Phil Berman and the team at Balance take a different approach, by building boats for experienced owners who plan to live aboard and go places. That translates into seakindliness, solid sailing performance, and comfortable accommodations that will keep a crew rested and ready at anchor or underway. Personal favorites: the visibility from the raised helm station, and the farm-kitchen-style deep sink and dish-drying racks in the galley. Nice touches.”

Finalist: Groupe Beneteau, Lagoon 55

This rangy cat will find plenty of happy sailors in private ownership and on charter vacations. Judge Ed Sherman says that the performance under power jumped out: “A record-setter for its motoring capabilities this year at 8.9 knots at 2,000 rpm and 9.4 knots at 2,500 rpm. Quiet too. In both cases, our decibel tests came in at less than 70.” 

The sailing characteristics impress Pillsbury: “The Lagoon 55 is a big boat, probably close to the limit of what can be handled by a family or crew of friends off on a charter vacation. But the designers and builder have done a good job of setting up a helm station on the flybridge that’s workable for a shorthanded crew. All lines lead to winches near the wheel, and an autopilot and bow thruster provide extra hands when it comes time to maneuver. With multiple interior layouts, the 55 can be configured to fit the needs of a wide variety of owners.”

Finalist: Nautitech Catamarans, Nautitech 44 Open

With its twin wheels situated aft and outboard, the peppy Nautitech 44 Open is thrilling to drive, with its quickness and performance. “I always say that you need daggerboards to have truly great sailing on a cat, but this sweet 44-footer, with its fixed keels, certainly disproved that opinion,” McCormick says. “It really zipped along and was a blast to steer.” 

Pillsbury is of the same mind: “After our sail aboard the Nautitech, I jotted down ‘sporty’ in my notes. The helm seats, set outboard and aft on each of the cat’s hulls, kept me connected with the water rushing by, and a versatile sail plan that includes a self-tacking jib, screecher and spinnaker gave us options to keep boatspeeds in the high single digits—and higher in the puffs—on all points of sail.”

Finalist: Neel Trimarans, Neel 43

The three-hull outlier in our category of mostly cats, the Neel 43 presents a real alternative for those who want the speeds and space that a multihull can deliver. “This boat is truly different,” Sherman says. “It’s slippery through the water, either sailing or under engine power. System access in the center hull is wonderful and well done too. With a single 50 hp Volvo Penta saildrive, we measured 8.2 knots at only 2,200 rpm and 8.4 knots at 2,700 rpm.” 

Pillsbury enjoyed the entire Neel experience, and says: “Neel’s creator, Eric Bruneel, described the boat as a fast cruiser, and by that he meant an owner on passage could expect to sail in the 9- to 10-knot range, routinely enjoying 200-plus-mile days. After my turn on the wheel, I sneaked inside to check out the view from the owner’s cabin, nestled atop the starboard hull. I could have stayed all afternoon.”

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Special Award: Groupe Beneteau for Best Sportboat, the Beneteau First 36

For 2023, the judges honor the Beneteau First 36, one of the top sailing boats in the contest, as the Best Sportboat. Judge Mark Pillsbury describes the reasons why: “The First 36 was a truly fun boat to sail. The big cockpit made it easy to move around when trimming sails, and down below, there were just enough creature comforts to consider this boat to be a viable coastal cruiser. Judging by the 36, Beneteau is really onto something with the First range.” 

“The First 36 was truly a fun boat to sail. Beneteau is really onto something with the First range.”

—Mark Pillsbury

The First line was incorporated into the Groupe Beneteau family when the French conglomerate acquired the Slovenian-built Seascape brand of fun, fast racers and performance cruisers. The 36-footer is a highly versatile boat, with modular cockpit seats and lockers that can be installed for cruising or left on the dock when racing. Light and strong—the displacement is a mere 10,580 pounds—the boat delivers special sailing thrills, and its twin rudders provided perhaps the most delightful, responsive helm of the contest. 

Special Award: French Boatbuilders (Groupe Beneteau and Fountaine Pajot) for Clean and Innovative Building Practices

In this evolving era of a changing climate, every manufacturer, in every sector, should be on the march for more environmentally friendly building practices and materials. Two French boatbuilders with multiple brands in the sail and power categories—Groupe Beneteau and Fountaine Pajot—are doing exactly that. 

Groupe Beneteau’s Let’s Go Beyond! initiative is a companywide strategy meant to address efficiencies in operations and production. As one example, the company’s E’Lab has launched a prototype of the Excess 15 model with a Torqeedo Deep Blue hybrid propulsion system. The aim is to make electric propulsion a viable alternative to auxiliary engines dependent on fossil fuels. 

Fountaine Pajot has invested heavily in its own strategic plan called Odysséa with the aim of “becoming the leader in environmental transformation in the nautical industry” by 2030. This company is also working on vessels with hybrid electric propulsion in conjunction with pioneering hydrogen company EODev, with a target date of 2024 for the launch of electric Fountaine Pajots.

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