For most of the ­decade starting around 2010, Dufour Yachts approached the business of making and marketing its performance cruising boats in a uniform manner. Nowhere was this more obvious than at gatherings such as the annual sailboat show in Annapolis, Maryland, where the company’s Grand Large line of boats was displayed, all clearly from the same lineage. They had nearly identical hull shapes and profiles, and matching beige canvas dodgers and Bimini tops. The only major thing that set them apart was the length of their waterlines. I quite liked those boats, which sailed well and offered extremely good value; in fact, I often had Dufour at the top of my list of favorite French production boatyards. 

Then, in 2018, Dufour was acquired by another iconic French yard—catamaran builder Fountaine Pajot—which slowly but surely is stamping its own imprint on the brand. The latest example of this evolution is the Dufour 37 that was introduced in Annapolis this past fall, replacing the 360 in the lineup (and measuring closer to 35 feet than 37 feet). 

Fountaine Pajot made no secret about its intention to modernize the Dufour line, which was clearly a priority in the aesthetics of the 37. The freeboard is ample, the angular windows in the hull and coachroof are flashy and accent one another, and the integrated bowsprit forward gives the whole shooting match a sense of purpose and performance. Throw in a forward sun deck with an inflatable lounging pad that can be stashed away when not in use (the catamaran guys in the building surely had a say here), and you have a contemporary package in looks and feel. 

But dive in a little closer, and the recent Dufour DNA is also evident. Which isn’t surprising, considering that the naval architect is perennial Dufour designer Umberto Felci, the creative force behind the previous Grand Large assemblage. This boat has all the hallmarks we’ve come to expect in a Dufour offering in recent years: a traditional full-battened mainsail (not a furling main), a plumb bow, twin wheels and a single rudder, a roomy cockpit, a “plancha” grill aft, and a ­drop-down transom. 

I’m thinking about features like these because nowadays, I’m spending about half the year living aboard a “classic plastic” 36-foot production cruiser from the mid-1970s (see “Off Watch,” page 82), an experience that has convinced me that this size range is pretty ideal for a cruising couple. But the Dufour 37 has also driven home how much more voluminous and comfortable—thanks to major advancements in design and execution—a modern yacht in the 35-foot size range can be. Almost all that extra volume is attributable to the boat’s considerable beam (a generous 12 feet, 6 inches or a 3-to-1 length-beam ratio) that makes for fuller forward sections and that is carried well aft. Compared with my old Pearson, it’s absolutely astounding how much more square footage has been added to the interior of boats of similar lengths.

The 37 is available in two layouts: a three-­stateroom version with a pair of ­double staterooms aft, and a two-stateroom plan that was on our test boat (each has a single head, which is significantly larger in the latter version). Settees and tables in the salon and cockpit convert to bunks, which means the three-stateroom model can sleep eight people. I believe this reflects the communal French approach to cruising, where it’s not uncommon to see a small platoon of friends and family take to sea. For the ways I use a boat—with a significant other and occasional guests—the two-stateroom layout is ideal, and all the better for the massive stowage compartment you get in lieu of one of those aft staterooms.

Construction is straightforward, with an infused hull that incorporates a foam core above the waterline and a deck injected with closed-cell foam. The keel is fitted with a substantial ballast bulb for stiffness and stability. The standard engine is an 18.8 hp Volvo Penta, but our test boat had the optional 30 hp diesel (both are saildrive configurations) that caught the eye of Boat of the Year judge Ed Sherman. “There are a lot of nice, small touches here that make a difference,” he said. “For example, while motoring, the boat was among the quietest in our group this year, rivaling some of its competitors costing significantly more money.” 

At the end of the day, ­however, no matter what building methods have been employed or how many beds you’ve got, for me, on any sailboat, what matters most is simply the quality of the sailing experience. Otherwise, why buy a new sailboat? And I have to say, on that count, the Dufour 37 delivers big time. 

There are three performance packages available—Easy (with self-tacking jib), Ocean and Performance—with upgraded winch and hardware features as you ascend the performance scale. Our test boat was tricked out with an overlapping headsail, a whopper of an asymmetric spinnaker, and the related gear necessary for optimal trimming, which felt right; this isn’t a boat where you want to put a governor on the sailing experience. 

Chesapeake Bay was in a cooperative mood, with a solid 12 to 14 knots of southwesterly breeze pumping across the waters. Upwind, the boat was quick and easy to steer, but the highlight was setting the kite and attaining liftoff. Powered up, the boat was fast, reaching at more than 8 knots, and it tracked like a racehorse, but with a helm still under fingertip control. Our Boat of the Year panel enjoyed many a rocking great sail, and the Dufour 37 provided one of the more memorable.

In short, with its new landlords in place, Dufour still has changes coming. Yet, as the company approaches its 60th year of operation, it remains on a straight, smooth course.

Dufour 34 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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Oyster Yachts collaborated with Humphreys Yacht Design on this elegant 50-footer, which focuses on couples and other shorthanded crews who are headed for bluewater adventures. An in-mast furling main and electric winches are standard, as are twin wheels in the cockpit, located a bit forward on the clutter-free deck. The 495 has three staterooms below. oysteryachts.com

With more than 15,000 J’s built since 1977, the team at J/Boats is now adding this 45-footer, which has a carbon, double-spreader fractional rig. The boat is built tough with SCRIMP resin-infused molding for the foam-cored hull and deck. Below, French interior designer Isabelle Racoupeau added an elegant touch to the decor. jboats.com

Bridging the gap between high-tech racing and performance cruising, the First 36 is designed to fully plane in a moderate breeze. Or, owners can ditch the racing gear altogether and take the family out cruising aboard the three-stateroom model, which has a galley and a central fridge. Part of the same model line is the First 44, which is available in a performance version with a different deck plan, and options for keels and masts. beneteau.com

Excess Catamarans in France, following up on the launch of the 37-foot Excess 11, has added the 52-foot Excess 14 to its model line. The boat has a low boom, reduced windage thanks to lower freeboard, redesigned hull windows, an aft-set coachroof, a forward stepped mast, a composite bowsprit and an exposed forefoot. Three- and four-stateroom versions are available with an option for a sky lounge. excess-catamarans.com 

With piercing bows and exterior lines drawn by designer Xavier Fäy, the Bali 4.4 has a forward cockpit with dedicated lounging and sunbathing areas, as well as separate interior access. There are living areas amidships and aft, and a helm station with panoramic views on the coachroof, accessible from both sides. bali-catamarans.com

Limited wetted surface and a generous sail area help the Italia 11.98 perform well, even in light air. This boat is designed for shorthanded ease of use. There are three staterooms below (one forward, two aft) and two heads. Owners also can outfit the boat with a full race package. italiayachts.com

New from this French builder of sailing cats is the Aura 51, which has an open living arrangement that connects the salon, galley and cockpit. The flybridge is big enough to accommodate 2,000 watts’ worth of flush-deck solar panels for sustainable ­cruising. The boat is available in four layouts, including a “full maestro” version that dedicates the port hull to an owner’s ­stateroom. fountaine-pajot.com 

The Dutch builder’s first aft cockpit model in the 50-foot range includes options for all-electric propulsion and sustainability. Living areas forward of and abaft the inboard twin helm stations create space for guests to spread out. The three-stateroom accommodations plan leaves space for a tender garage and a submersible swim platform. An integral carbon-fiber A-frame mast configuration has an incorporated hydraulic furler for easier off-wind sailing. contestyachts.com

The Dehler 46SQ strikes a balance between performance racing and relaxation. The ­redesigned cockpit is uncluttered, with fewer plastic parts and more elements stowed out of sight. An integrated footrest allows for extra comfort at the helm, and folds flush to the deck when not in use. There’s a remote-control-­operated swim platform for water access. For race days, owners have membrane sails and carbon rigging. dehler.com

The Dufour 37 is built to handle easy coastal cruising, ocean itineraries and performance sailing. The 37 is available in two- or three-stateroom versions, and the design emphasizes outdoor living, with extra space in the cockpit. The 37’s new hull form is built to deliver a greater power-to-weight ratio, and the mast has been ­elongated for increased sail area. dufour-yachts.com

Elan Yachts worked with Humphreys Yacht Design and the technical team at Gurit to create the 50-foot E6. The team used 3D Vail technology to enhance lightness and stiffness, and to optimize the hull with a T-shaped keel. Performance characteristics are the result of scale-model in-house testing with an Olympic sailing team. This boat is designed to be sailed by an experienced couple, with twin rudders and helms, and with Harken winches positioned for precision trimming and fast, unobstructed movements. elan-yachts.com

The GS40 from Grand Soleil Yachts is designed for speed and responsiveness without sacrificing volume and comfort. Multiple versions are available: performance, which includes four winches and a self-tacking jib; standard, with three staterooms, one head and a technical compartment for added stowage; and a three-stateroom, two-head layout. A 72-footer is also on the way. The builder says it will have an Italian aesthetic. grandsoleil.net

Swedish builder Hallberg-Rassy is premiering a sporty-looking 40-footer designed by Germán Frers. The HR400 has a sizable cockpit, and twin wheels and rudders. Owners can choose a slightly overlapping genoa or self-tacking jib, one or two heads, and a two- or three-stateroom layout below. hallberg-rassy.com 

The first of a new generation of B-Yachts, the Brenta 34 is billed as a luxury racer that can sail fast in all wind conditions, yet remain easy to handle with a crew or singlehanded. Performance comes from the boat’s light weight, minimalistic interior and sleek waterlines. Owners who want to use the B34 for cruising can opt for a removable cockpit table, spray hood, hot shower in the cockpit, and removable swim ladder. b-yachts.com

The Hanse 460 is the first Hanse yacht designed by French design team Berret-Racoupeau. Innovations include a hydrodynamic hull shape, a tall rig for a maximized sail plan, and a standard bowsprit with an integrated anchor arm. Accommodations can include six to 10 berths, with a roomy owner’s stateroom and an upsize galley. hanseyachts.com

Few builders are creating wood performance cruisers these days,  but Maine’s Lyman-Morse yard is. The cold-molded 46-footer is designed by Kiwi Kevin Dibley, and is fashioned from Douglas fir and western red cedar. Double headsails and twin wheels help make the boat easily capable of 10-plus-knot speeds, while the onboard ambience comes in part from Herreshoff-style white ­bulkheads and varnished trim below. lymanmorse.com

Following recent launches of the 60 and 65, Jeanneau now offers the Jeanneau 55, which is a collaboration between Phillipe Briand and Winch Design. Its dual-cockpit deck plan leaves the aft cockpit dedicated to relaxation, with the forward cockpit set up for handling. Below, the owner’s stateroom is forward and occupies about two-thirds of the interior. jeanneauamerica.com

The flybridge on the Lagoon 51 spans 80 percent of the coachroof, helping to create enough space on board for separate sunbathing and dining areas, roomy stern platforms, and more than 3,000 watts of integrated solar panels for greener cruising. The boat is available with three to six staterooms for private cruising or charter. To help with flow when more people are aboard, the salon has improved circulation with the mast set forward, which also increases the volume in the owner’s stateroom. cata-lagoon.com

The DS41 is a sporty design with a slender bow, steeply pitched stem, and convex sheerline. The hull windows and a sweeping roofline blend the deckhouse into the overall aesthetic for a one-level living concept. A high-performance sail plan helps with speed, while the minimalist interior belowdecks is warm and inviting. moodyyachts.com

The 44 Open is the first new Nautitech model in three years, and it focuses on the needs of private owners such as couples, families and other shorthanded crews. Naval architect Marc Lombard drew the slippery hull. The boat has a reversed bow, a boom mounted low above the coachroof, and a sweeping curve to the deck line. nautitechcatamarans.com

The Neel 43 is the smallest yacht in the builder’s lineup, but it’s built to be big on performance. Designed by Marc Lombard, the 43 is intended to be easily operable by a shorthanded crew. The helm station is to starboard with a triple seat for comfort and commanding views. neel-trimarans.com

The X4.3 underwent a serious makeover for 2023, essentially becoming a smaller version of the X5.6. The modifications are ­aplenty, including are designed hull shape with the max beam brought further aft and with soft chines, allowing improved downwind performance and a wider cockpit; a redesigned deck and deck liner; a new sprayhood layout for added protection from weather at sea and improved sightlines at the helm; and larger berths aft, thanks to a slight ­raising of the cockpit floor. x-yachts.com

Designed by Franck Darnet and Marc Lombard, the Privilege 650 is an evolution of the builder’s 640. New features include an adjustable interior layout, more windows and headroom, a redesigned foredeck and sun lounge, and an aft-facing cockpit lounge. The optional carbon rig adds 19.7 inches to the mast and 11.8 inches to the boom, adding 32 square feet to the genoa and 64.5 square feet to the mainsail. privilegecatamaransamerica.com

attention to making the onboard experience feel even roomier. For starters, the Oceanis 34.1 has more volume forward in the owner’s stateroom than the 35.1 it replaces in the builder’s model line. That volume is thanks in part to a flared bow and hard chines that run from stem to stern. On a larger scale, Beneteau’s new flagship, the Oceanis Yacht 60, has the same volume as the brand’s 62-foot predecessor. beneteau.com

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Discover the official movie of the new Dufour 470 taken off the island of Houat, in Brittany. The Dufour 470 demonstrates the shipyard’s determination to always offer innovation while drawing inspiration from Dufour’s long history and expertise. Come aboard this new unit with its sleek lines and elegant, innovative design.

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Like clockwork, each fall for the past decade or so, Dufour Yachts has arrived in Annapolis, Maryland, with a new sailboat (or sometimes two) that somehow looks remarkably just like its predecessor—only different.

One year, the builder introduced the galley-forward concept, which puts the stove, sink, fridges, and counterspace adjacent to the mast and bulkhead, leaving the widest part of the boat open for entertainment and lounging. Another year, large ports in the cabin top over the forward galley were added to let light pour into the interior. One fall, they made a splash with an outdoor galley built into the transom, where a propane grill and sink can be put to good use by a cook standing on the fold-down swim platform while still being part of the party. These features not only were incorporated in subsequent models, some are now being copied by other builders as well.

But then came fall 2020, which was notably different from other years in so many ways, not the least of which was the cancellation of the US Sailboat Show—the coming-out party, if you will, for new models introduced to the North American market. But still, Dufour, now under the direction of the Fountaine Pajot Group, sailed into town with yet another new Grand Large—the 530—that continues the evolution of the company’s nine-boat range.

The lineup’s DNA is not by happenstance. For more than 15 years, Dufour has relied solely on Umberto Felci of Felci Yacht Design and the team back at the Dufour yard in France.

As well as a resemblance among models, this long-term collaboration has had one more benefit: The Dufours all sail like proverbial witches, thanks to Felci’s very slippery hulls and sail plans to make them scoot.

The 530 bears the same plumb bow and stern as its siblings, an easily recognizable low-profile cabin house, ample beam carried all the way aft, and a single rudder—the latter almost in defiance of the twin foils that are quite the rage these days. Below, the boat’s galley is forward with large ports overhead which, along with multiple hatches in the owner’s cabin forward, plus three long ports in either side of the hull, let in tons of daylight and provide lovely views of the great outdoors. And yes, this Dufour has—as do all—the trademark wine cellar beneath the saloon sole, and a lift-up cover over a crumb tray in the galley to make sweeping up easier.

Still, the 530 is, indeed, different, primarily due to a few new features introduced in the cockpit. So let’s start there. First and foremost is the simple solution they’ve found to solve the age-old sailboat conundrum: how best to move from the cockpit to the deck, a challenge compounded by the contortions needed to dodge Bimini and dodger frames while stepping up and over coamings. Just forward of the 530′s twin wheels, designers have placed a step between the helms and the cockpit seats. As noted: simple. Up one step and you’re on deck. And the risers do double duty as line-storage bins with lift-up lids, right below the cockpit winches. Designers then further refined this solution by adding a split Bimini so crew doesn’t need to duck or dodge when going forward.

With a little more than 16 feet of beam, there’s a fair amount of space between the helms, a portion of the transom that on most boats goes unused. On catamarans, this space is often put to good use with a bench, where one can sit and enjoy the ride. And it is here that designers added a large sun bed, and they did it in a way that still allows an easy passage from wheel to wheel when underway. I liked it.

The remainder of the cockpit is fairly straight-forward, with a large, fixed drop-leaf table between the seats, allowing for plenty of room to either side when moving forward to the companionway.

Wide side decks make it easy to move about the topsides. Forward of the mast, the cabin top tapers quickly to a broad foredeck that would be a pleasant place to stretch out and enjoy the breeze at anchor. There’s also a large sail locker that provides access to both the thruster below and the big anchor locker (which can also be fit out as a skipper’s cabin). The bow sprit does double duty as a place to stow the anchor and tack down off-wind sails.

Speaking of sails, when purchasing a 530, there are decisions to make, starting with rigging and sail-handling hardware. The Easy version comes with a self-tacking jib, and all lines are led to clutches and a winch at each helm, leaving the cabin top by the companionway free of clutter.

The Ocean package adds a winch to either side of the companionway, and that’s where halyards, vang, and reef and furling lines are led.

Both of these versions include a traveler that spans the cabin top forward of the companionway; the rigs can be configured with either conventional or in-mast furling mains, and either a self-tacking or slightly overlapped genoa, the latter with fairleads that can be adjusted from the cockpit.

A Performance version for regatta-prone skippers is also available. Rather than midboom sheeting, the mainsheet is anchored to the cockpit floor just ahead of the helms; there are six winches to handle main, genoa and downwind-sail control lines; backstay and vang are hydraulic; and the mast and boom are lengthened to provide roughly 215 more square feet of sail area.

The 530 we sailed during Boat of the Year sea trials this past fall was set up with an in-mast furling main and genoa. Personally, I’d have gone for the conventional main with a boom pouch, but still, we had a great time out on the water. In 10 to 12 knots of breeze, we skipped along at just under 8 knots closehauled, and hit a solid 8 peeling off to a beam reach. In one near-20-knot puff, I saw 9.3 on the speedo—not too shabby for a roomy cruiser.

Below, the galley forward allows ample room for a large dining table to port, with seating for eight or more thanks to a centerline bench. There’s a settee opposite with an aft-facing nav station at its end.

Counters in the galley are Corian, including a backsplash to protect the bulkhead. There’s plenty of storage and fridge and freezer space, and lots of room for a cook and helper to prepare meals.

An owner’s cabin is forward, with room to either side of the queen-size berth. In the configuration we saw, the head and shower compartments were separated.

There are multiple layouts available, depending on how many crew you like to sail (or charter) with. The basic layout is three cabins, three heads. On the boat we sailed, the starboard head was replaced by a fourth cabin with bunks. Up to six cabins are possible.

The price of the Dufour we sailed—delivered, commissioned and ready to go—was $550,000. For that you get a lot of options from which to choose, and remember, a witch to sail.

Mark Pillsbury is CW’s editor.

SEA TRIAL

WIND SPEED: 10 to 12 knots

SEA STATE: 1- to 2-foot waves

SAILING: Closehauled 7.9 knots; Reaching 8.0 knots

MOTORING: Cruise (1,900 rpm) 5.9 knots; Fast (2,600 rpm) 7.4 knots

SPECIFICATIONS

LENGTH OVERALL: 53′6″ (16.31 m)

WATERLINE LENGTH: 50′10″ (15.49 m)

BEAM: 16′4″ (4.98 m)

DRAFT: 7′6″ (2.29 m)

SAIL AREA (100%): 1,518 sq. ft. (141 sq. m)

BALLAST: 13,361 lb. (4,700 kg)

DISPLACEMENT: 35,706 lb. (16,196 kg)

BALLAST/DISPLACEMENT: 0.29

DISPLACEMENT/LENGTH: 121

SAIL AREA/DISPLACEMENT: 22.4

WATER: 195 gal. (738 L)

FUEL: 116 gal. (439 L)

HOLDING: 26.4 gal. (100 L)

MAST HEIGHT: 75′2″ (22.9 m)

ENGINE: 75 hp Volvo, Saildrive

DESIGNER: Felci Yacht Design/Dufour Design Team

PRICE: $550,000

For more information, visit: dufour-yachts.com

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As sailors here in the States begin to get back out on the water after a stay-at-home spring, French sailboat builder Dufour Yachts, now a part of the Fountaine Pajot Group, has announced an innovative new model that will make its North American debut at the US Sailboat Show next fall in Annapolis, Maryland, as well as plans to expand its presence here by adding a new East Coast dealer, whose territory stretches from south of New York to Florida.

Atlantic Cruising Yachts, based in Annapolis, is the largest Fountaine Pajot dealer worldwide, and it will now represent the Dufour range of cruising monohulls as well. Previously the company was the largest Jeanneau dealer in the US. ACY has additional offices in Charleston, South Carolina, and Ft. Lauderdale and St. Petersburg, Florida, as well as the Waypoints Charter Network with bases or partners in Maryland, Florida, the Bahamas and Caribbean.

ACY’s Chris Bent said the company has sold on average 50-plus new sailboats annually, and he expects that volume to continue. About half of those boats go into the company’s Business Yacht Ownership programs, which include a range of charter options.

“We’re off to the races,” Bent said.

The Dufour range includes nine models, all Umberto Felci designs, ranging from the 310 to a new flagship, the Dufour 61, which will be headed to the US in 2021.

New for 2020 is the Dufour 530, with several US-centric amenities available, including a genset and air conditioning, an optional shoal-draft keel and American-sized cup holders. Interior accommodations include three- to five-cabin layouts. Three exterior styles are also available. These include Easy, with a self-tacking headsail, Ocean, with an overlapping jib and mid-boom mainsail sheeting, and Performance, which features end-boom sheeting for better mainsail control, as well as approximately 215 square feet more sail area.

ACY and Dufour have a number of fall events planned around shows in Maryland and Florida.

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Two new entries in Dufour Yachts’ Grand Large range will make their official North American debuts alongside all the other new sailboats on display at the U.S. Sailboat Show in Annapolis, Maryland, this October 10-14. But unlike many boats that arrive so new that threads fly off the sails the first time they’re unfurled for sea trials after the all-sail annual coming out party, this pair of Dufours should be well sorted, having arrived from France this past spring.

Just about the time cherry blossoms were in full bloom, I got to hop aboard the new 390 and its larger sibling, the 430, on a sunny, though not too windy day on Chesapeake Bay. I’ll be right up front about saying that I stepped off each with a smile plastered on my face. These boats were fun to sail.

The two new cruising sailboats are part of an Umberto Felci-designed range that stretches from 31 to 63 feet, with 11 models to choose from. As you might imagine, there are common traits found throughout, with the abundance of creature comforts increasing apace with length and beam.

What remains relatively constant, though, are the sailing capabilities, thanks to battened mainsails that are flaked in boom pouches when not in use; slippery chined hulls; sprits for off-wind code zeros and the like; and choices between self-tacking jibs or slightly overlapped genoas, and shoal and performance keels and masts.

Both the boats I boarded in Annapolis featured fold-down swim platforms, twin wheels, cockpit tables with drop-down leaves, and outdoor galleys sporting a grill and sink built into the transom seats.

Below, both boats benefited from three ports in either side of their hulls that, by day, brightened up sleeping cabins and the saloon, and both featured overhead hatches near the mast, whose glass stretched nearly the width of the cabin top.

The 390 we sailed was configured with a genoa and adjustable fairleads; the 430 with a foredeck track and a self-tending jib. The latter made for easy sailing when tacking hard on the wind, though the genoa provided a little more oomph, I thought, when cracked off on a reach. I think if I were buying either boat, I’d opt for the sprit and an off-wind sail just to keep things lively.

The 390 in Annapolis, priced at $303,000 and change, featured a pair of aft cabins and two heads, one at the foot of the companionway to port and the other forward in the owner’s stateroom. In this version, there’s an L-shaped galley opposite the aft head and a large dining table with seating to either side forward in the saloon. Other possible layouts include a sleeping cabin fore and aft (with an athwartships double in the latter), a large storage area aft to port and a larger aft head compartment. It’s also possible to have three cabins and three heads, with an inline galley filling the port side of the saloon.

The 430 has options too, and as sailed carried a $425,000 price tag. The model I jumped on came with the galley forward, with cooking spaces on either side of the centerline. In this configuration, there are two aft cabins, a large head at the foot of the companionway to port, and another forward in the owner’s stateroom. The saloon has a dining area to starboard with a pair of seats opposite. The boat is also available with a fourth cabin with bunks, located opposite the aft head; in this version, there’s an inline galley to port in the saloon, with a dining table to starboard.

We sailed the 430 first. As I said, the breeze was light, about 6 knots. Still we cruised along, making about 3 knots, and added a couple more when the wind gusted to a rousing 8. Conditions were better in the afternoon for our sail on the 390, with the breeze closer to 10 and boat speed in the 6-plus-knot range.

It’s easy to get any boat moving when it’s blowing, but both Dufours demonstrated they could put the lighter conditions to good use too. What more could you ask from a couple of debutantes in waiting?

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Dufour Yachts introduced its new 360 Grand Large model to CW‘s Boat of the Year team last fall as a coastal cruiser intended for a couple or perhaps a small family. With that in mind, judge Alvah Simon found numerous clever elements to praise within the boat’s 35-foot-2-inch hull — a relatively modest LOA compared to the many 40-, 50- and 60-footers on display at the U.S. Sailboat show in Annapolis, Maryland.

Simon, who’s sailed around the world and then some in his own 36-footer, appreciates practicality afloat and found the boat’s two-sleeping-cabin layout much to his liking, especially since it wasn’t readily apparent which was intended for those paying the bills. “You didn’t have this owner’s cabin and then a little cubbyhole with a bunch of places to hit your head,” he noted.

Instead, the V-berth had a roomy feel to it, with double doors that open wide, an opening hatch overhead and a forward-facing portlight where the cabin top curves down to meet the foredeck. Aft, to port, a second cabin also sported considerable headroom, a large hanging locker and a generously sized bunk suitable for a couple of adults or a handful of toddlers.

This arrangement let the builder locate a large head and shower opposite, with storage behind that can also be accessed from the cockpit above. A full-size nav station is to starboard, just forward of the companionway steps, with an L-shaped galley opposite, and there’s still room in the saloon for a large centerline drop-leaf table and two sea berth-length settees to either side. (There is also a three-cabin layout, but it shrinks the size of the nav station and moves it forward, cutting into the starboard settee, to accommodate the head.)

Simon also had words of praise for how the designer, Felci Yachts, and the Dufour team made the most of the boat’s plumb transom. Sailing, a long seat spans the stern and gives the helmsman multiple places to sit behind the twin wheels. At the dock or when anchored with the swim platform down, the starboard side of the seat folds up out of the way; the port side opens to reveal a sink, propane locker, stainless-steel grill and life-raft locker.

“They’re really starting to use this space wisely,” says Simon. “It’s not just big lazarettes for fenders anymore.”

Adding to the sense of space aft is the lack of a backstay, made possible by the 360’s swept-back twin spreaders and stays anchored to the sheer. The boat comes with a couple of options for headsails, either a self-tacking jib or, in the case of the boat we sailed, a 107-percent overlapping genoa, with fairleads that can be adjusted by lines led to the cockpit. An optional sprit is also available for flying off-wind sails. Halyards, vang and reef lines are brought aft to the cockpit under the coachroof, keeping the deck clutter free. A double-ended main sheet is led to the primary winches mounted just forward of the twin wheels, making single handing quite manageable.

The breeze was light on the day we took the 360 for a sail. In about 4 knots of wind, the GPS speed was just over 2 knots closehauled and about 2 1/2 knots on a reach.

The base price for the boat is $155,000. Our test boat had an upgraded 29 hp Volvo (an 18 hp engine comes standard), which, with a few other options, pushed the price tag to $197,000. If I were buying the boat, I’d definitely consider the bigger power plant. As it was, in calm conditions, it pushed us along at just 6 knots at cruising rpm (2,400) and 6.8 knots wide open.

“The steering under power and sail was really quite nice,” noted BOTY judge Tim Murphy, describing his time on the wheel. “She backed beautifully under power in both directions.” For a couple looking to do some sailing with friends or the kids, what more could you ask for?

Mark Pillsbury is CW’s editor.

The post Boat Review: Dufour 360 Grand Large appeared first on Cruising World.

After spending more than an hour inspecting the new Dufour 520 during the U.S. Sailboat Show in Annapolis, Maryland, last fall and then sailing the boat in a decent breeze in the days following, our Boat of the Year judges named the queen of the company’s Grand Large line Best Full-Size Cruiser 50 to 54 feet. They might just as easily have named the Umberto Felci-designed French production-­built sailboat Best Value Among Peers or Most Versatile, had those categories been an option. It was a boat that quickly rose to the top as our independent team of experts reviewed their notes and picked this year’s fleet of winners. “This one hits it for me in this class,” said Ed Sherman, citing the boat’s sailing performance — 5.5 to 6 knots in 9 to 11 knots of wind — the ergonomics of the cockpit, and the layout below, where the galley is located athwartships at the main bulkhead, leaving the beamiest part of the saloon dedicated to living and entertaining space.

His colleague Tim Murphy quickly agreed, pointing out the boat’s several “Transformer-like” attributes that are easily toggled between sailing and living modes. Starting topside aft, an enormous, two-level swim platform folds up when on the move to secure the cockpit and ­provide seating for the helmsman at either of the twin wheels. At anchor, with the platform down, it gives the chef a place to stand when using the outdoor sink and grill. A drawer-style fridge under the drop-leaf teak cockpit table completes the outdoor galley. Forward of the wheels, the crew can relax against the cockpit coamings on bench seats while underway; at anchor, panels fold up to turn those seats into sun lounges or outdoor bunks for sleeping under the stars.

Down below, to starboard, at the foot of the companionway stairs, a desk to port slides ahead to become a forward-­facing nav station while underway. It can also be tilted, depending on the tack you’re on. When in port, the desk can be pushed aft and turned into an end table, and a fill-in cushion creates a full-length settee or extra sea berth.

Opposite is a dining table that, with the flip of a switch, can be lowered for cocktails or coffee, raised for dining or folded open to feed the whole crew. Outboard of it, there’s a second full-length settee; amidships and aft, seats lock into the floor, and their backs provide much-appreciated handholds when underway.

Numerous overhead hatches let in light and air, and ports in the hull let you enjoy the view when seated below. Owners can choose between a darker Moabi interior wood or light oak, which was used on the boat we sailed.

And then there are the layout options. There are four to choose from: three cabins and three heads; three cabins, two heads and a Pullman berth with bunks; four cabins and four heads, thanks to a panel that splits the large owners cabin forward in two; or four cabins, three heads and a Pullman berth that, all told, will sleep up to 12. In all cases, the double berth in the port cabin aft is built to be split into two singles — a convenient place to stash the grandkids.

“All these things adapt to the different ways that people use boats,” noted Murphy.

If it were my boat, I’d use it to sail. All the time.

I took the wheel as we worked our way upwind, and the Lewmar chain-and-cable steering felt smooth as silk as I sat to leeward and leaned against the stainless-­steel pushpit. The 520’s double-ended German-style mainsheet arrangement meant I had control of the mainsail at my fingertips on either tack, and I had no difficulty coming about unassisted and cranking in the slightly overlapping genoa, thanks to electric Lewmar winches.

Bearing off on a reach, we found the speed dropped a bit, as is often the case with the smaller headsails in use today. The boat, though, has a composite bowsprit for flying off-wind sails, definitely an option I’d go for.

My one peeve on the 520 was the location of the engine panel and throttle, placed near the cockpit sole and aft under the rear seat, making the former hard to read and the latter awkward to reach. BOTY judge Bill Bolin also brought up the fact that sheets and halyards all were of the same color. He’d have preferred different hues to make it easier for new crew to quickly identify which line to tug. Installing labels would be a suitable solution.

Construction of the 520 is straightforward. Its hull is hand-laid solid fiberglass below the waterline and PVC-cored above, as is the deck. Polyester resin is used throughout, and E-glass is added to the layup to reinforce high-load areas such as around the chainplates. A structural grid is glued and tabbed into the hull.

An owner can opt for either a shoal-draft (6 feet 4 inches) or standard keel (7 feet 2 inches), and a standard (70 feet 2 inches) or adventure package mast (74 feet 9 inches) that allows for a bigger sail plan. There are also two options for engines: a 75 hp Volvo with saildrive, or a 110 hp Volvo with shaft drive. The boat we tested had the smaller engine, but still it pushed us along at 9.2 knots wide open.

Finally, in their deliberations, the judges cited the 520’s cruising ­attributes. Although the boat was described as blue-­water-capable, the builder said its design wasn’t necessarily intended for living aboard. Still, it carried the most fuel (118 gallons) and water (180 gallons) in its category.

A base model sells for just over $400,000; with options such as a full suite of Raymarine electronics and air conditioning, the boat we sailed was priced closer to $500,000, but still, it was $100,000 or so less than the competition.

Value, adaptability, fine sailing performance: Like our judges, I found there was a lot to enjoy on the Dufour 520.

Specifications

Dufour 520

Dufour Yachts
352-871-0362
dufour-yachts.com

The post Test Sail on the New Dufour 520 appeared first on Cruising World.

Last fall, during their final deliberations, the 2016 Boat of the Year judging team faced a dilemma. In the Midsize Cruiser category, the three-member panel had narrowed down the field to two boats from the same manufacturer, the French builder Dufour: the Grand Large 350 and 382. Which would they choose?

It was an extremely tough call because, in exterior matters especially, in terms of deck layout, hull form and profile appearance, the boats were essentially mirror images of each other. And that was a good thing. They were both very contemporary-looking, very attractive yachts. In fact, when the two Dufours were tied up beside each other at the U.S. Sailboat Show in Annapolis, Maryland, a dockside observer could easily conclude that he was suffering from double vision. (The fact that both boats were sporting identical beige dodgers and mainsail covers for their stacking­­, fully battened mains didn’t make things any easier.) They were that much alike.

At first glance, among the many similar features were the hard chines carried well aft to maximize beam and interior volume; the drop-down transoms and boarding/swim platforms; the twin helm stations and expansive cockpits with teak seats and floors, and nifty central folding tables; and the self-tacking 95 percent roller-furling jibs on dedicated tracks. Heck, the plumb bows of both boats were even outfitted with the same optional sprit for flying downwind and/or reaching sails. It was only later, when the boats were underway, that you could tell them apart by the portlights embedded in their hull: The 350 has but one, and the 382 has a pair.

Not surprisingly, they’re put together identically, with a hand-laminated, solid glass layup for the hulls that’s bonded to an internal structural grid, and decks that employ sandwich construction over an injected foam core. Each has an L-shaped bulb keel and a semielliptical rudder with a solid stainless-steel stock that anchors a blade fashioned using closed-cell epoxy foam. In other words, the builder has saved weight wherever possible, for performance reasons, but not at the expense of strength or reliability.

Anyway, those were some of the traits that made these two new Dufours unmistakable ­siblings. But there were some significant differences as well.

Let’s start with the 350, perhaps the first Dufour ever without a fixed backstay on the standard rig (though you can get one in the optional Grand Prix sail package). There’s also no traveler. (Both items would be key ­discussion points in BOTY deliberations.) The accommodation plan was likewise very straightforward. At the foot of the companionway, to port, there’s a nice galley and a private cabin aft. To starboard, the nav station fronts a large head compartment. Going forward, a pair of settees flanks a robust folding dining table, and the owner’s cabin in the bow is accessed through double doors. It’s simple but effective.

On the other hand, you can really soup up, customize and accessorize the 382. There are no less than a half-dozen different interior ­layouts, with either a traditional L-shaped galley or a straight-line one; two or three cabins; and one or two heads. You can get either a very ICW-friendly short rig (55 feet 3 inches) or, if your plans include terrorizing your local club-racing fleet, the optional tall stick (61 feet 10 inches). Accordingly, both in-mast furling mains and traditional, classic mainsails are available, and you can choose between a self-tacking jib or an optional overlapping genoa. Furthermore, if offshore forays are in the cards, you can even specify an inner forestay and a staysail. Altogether, there are eight different sail-plan configurations from which to choose.

So with all those many options available on the 382, one might think it would be the hands-down winner. But then the judges went ­sailing. And things became much more complicated. As judge Tim Murphy noted: “Every year I take my own poll after our dockside inspections regarding who I think the winners will be. And every year I change my mind on a few after our sea trials. And that’s what happened here. I really enjoyed being aboard these boats once they were in motion.”

First up was the 350, tested in about 10 to 15 knots of breeze. The lack of a ­backstay actually proved beneficial in one aspect, as the helmsman had a lot of room to get comfortable behind the twin wheels. Short-tacking up the Severn River past the U.S. Naval Academy, the boat was responsive and nimble, making better than 6 knots closehauled. The vang proved very effective in controlling the mainsail; in the brief moments that the boat felt overpowered, easing it instantly got the boat back on her feet. “It just felt fun to sail this boat,” said Murphy. “It was a lovely sail.”

Next came the 382, sailed in slightly puffier winds. The split backstay, which helps the ergonomic flow through the cockpit from the transom to the companionway when anchored, terminates at the extreme aft quarters of the yacht; we discovered it was much more comfortable to steer from a windward position rather than tucked down to leeward. But once you were locked in, the 382 was a joy to drive, with fingertip control. The German-style double-­ended mainsheet, led to winches just forward of the helmsman to port and starboard, provided quick and easy trimming control, as did the wide traveler, positioned on the coachroof just forward of the dodger. Like its sister ship, the 382 easily trucked to weather at better than 6 knots. (It’s worth noting that both models we tested were fitted with shoal keels; the judges would opt for the available deeper versions to reduce leeway when hard on the breeze.)

“I think there’s a trend in the Dufour line, at least in this size range, to make it a really easy boat for a couple to operate,” said judge Ed Sherman. “It certainly worked for me. With the self-­tacking jib, once everything was trimmed up correctly, you could just slam it around on quick tacks very easily. It actually makes it a very good boat to singlehand. Overall, I was very happy with it.”

So, as mentioned at the outset, when it came time to cast their ballots, the judges faced a quandary. All of them considered the 350 a sweet little cruising boat, but they also appreciated the 382’s increased volume, rig and accommodation options, and its better, beefier sailhandling controls. Ultimately, it came down to a simple question: Was the bigger boat, costing roughly $50,000 more than the more compact model, worth the extra expenditure?

In the end, their answer was yes, and the Dufour 382 was named 2016’s Best Midsize Cruiser. But here’s a little secret from someone who watched them agonize over their decision: In his heart of hearts, I reckon each judge would be just as happy with a Dufour 350 in his slip.

350 GL Specs:

LOA: 33’6″ (10.28 m)
LWL: 29’6″ (9 m)
Beam: 11’6″ (3.54 m)
Draft: 6’3″/5’1″ (1.9/1.55 m)
Sail Area (100%) 592 sq. ft. (55 sq m)
Ballast: 3,417 lb. (1,550 kg)
Displacement: 12,509 lb. (5,674 kg)
Ballast/Displacement: 0.27
Displacement/Length: 214
Sail Area / Displacement: 17.8
Water: 58 gal. (220 l)
Fuel: 42 gal. (160 l)
Holding: 14 gal. (53 l)
Mast Height: 47’6″ (14.47 m)
Engine: 19 hp Volvo (saildrive)
Designer: Umberto Felci/Dufour Yachts Design Team
Price: $165,000

382 GL Specs:

LOA: 36’10” (11.23 m)
LWL:32’5″ (9.9 m)
Beam: 12’7″ (3.85 m)
Draft: 6’4″/5’4″ (1.9/1.6 m)
Sail Area (100%): 623 sq. ft. (58 sq m)
Ballast: 4,299 lb. (1,950 kg)
Displacement: 15,564 lb. (7,060 kg)
Ballast/Displacement: 0.27
Displacement/Length: 202
Sail Area/Displacement: 16.33
Water: 95 gal. (360 l)
Fuel: 53 gal. (200 l)
Holding: 12 gal. (45 l)
Mast Height: 55’3″/61’10” (16.82/18.86 m)
Engine: 29 hp Volvo (saildrive)
Designer: Umberto Felci/Dufour Yachts Design Team
Price: $210,000

Dufour Yachts
352-871-0362
dufour-yachts.com

Herb McCormick is CW’s executive editor.

The post Two of a Kind by Dufour appeared first on Cruising World.

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