kraken 50 yacht price

• Yachting World
• Digital Edition

Kraken 50 yacht test: This bluewater beast was built to cruise

• November 21, 2019

One man’s idea of what a no-compromise offshore cruiser should be, the Kraken 50 does things differently. David Harding reports

Product Overview

Manufacturer:, price as reviewed:.

Some of the most inspirational ranges of production yacht have come into being because a man started by building the boat he wanted for himself; one he could find nowhere else.

Plenty of one-offs have been created this way, but the chances are that, if the market can’t supply what one person wants, other people are in the same boat – or would like to be if it existed. That’s especially true of one that’s designed for serious offshore cruising and takes absolutely no notice of modern fashions.

Dick Beaumont is the man behind Kraken Yachts. He came up with his own 66-footer having sailed tens of thousands of offshore miles in other boats. He had the Kraken 66 built in China, found during his extensive travels that a good number of people liked the concept and, as a lifelong businessman, decided to go into production.

On a fetch under the large lightweight genoa, the Kraken clocked an easy 8.5 knots

Then came the Kraken 50. If you want to know what makes it different from anything else and why the builder believes most boats designed as offshore cruisers have got it wrong, read on.

Cruising independence

To understand the Kraken philosophy, you have to put yourself in the position of someone who’s planning to sail a long way from what we might loosely call ‘civilisation’. You want a boat capable of weathering storms, of sailing on after hitting a submerged object in the middle of the ocean and of making sure the occasional encounter with a rock or a reef is nothing more than a minor inconvenience.

This ‘surviving hitting things’ approach is central to how Kraken builds boats, and explains why Beaumont believes the keel should be an integral part of the hull structure. That means no bolts: a return, if you like, to the keels we used to see on ‘proper’ crusing yachts but without the slack bilges and wineglass sections.

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Modern design and technology has allowed Kraken to develop an underwater shape more akin to that of a modern yacht with a bolt-on fin, incorporating a tighter hull-to-keel radius, a slimmer keel section and, significantly, a bulb at the bottom carrying most of the ballast.

Kraken’s bulb is incorporated within the integral keel. This took some working out, but the result is a keel that becomes part of the hull structure without most of the compromises associated with traditional encapsulated keels.

It’s also longer than most modern fins, to distribute the loads over a larger area and to enhance directional stability. Beaumont calls it the Zero keel, reflecting the number of bolts and its chance of parting company with the hull.

For a heavy-duty, go-anywhere offshore cruiser, the Kraken is surprisingly sleek and speedy

In a similar vein, the rudder is mounted on a full-length skeg, the two together forming a NACA airfoil section. On production models it will be fitted with a third bearing at the top of the stock, allowing the through-hull bearing to be changed with the boat afloat.

Like integral keels, skegs – especially full-length – have fallen from fashion, but Beaumont believes they’re of fundamental importance. A rudderless boat with a big hole where the stock used to be rarely has a great future.

When, like Beaumont, you have grounded thousands of miles from a hoist that can lift a 66-footer, and have come to an abrupt halt from 9 knots after a whale bounced down the side of the keel and crashed into the skeg, you tend to develop firm views about what you want.

The rigours of cruising

Because of the slim keel section and low centre of gravity, the Kraken can carry a good spread of sail: the sail area/displacement ratio is nearly 20. Passagemaking is more relaxing in gentle breezes and, as well as being able to weather storms, it’s good if you can sail fast enough to get out of their way rather than bobbing around in the middle of the ocean waiting for them.

Krakens sport Solent rigs. The inner forestay, taken to the anchor well bulkhead, supports the rig and carries the staysail for windward work. On the outer forestay you can fly a genoa when you have cracked off a few degrees.

The rig itself is keel-stepped, of high-fractional configuration with three sets of swept spreaders and a bifurcated backstay. A centre cockpit pushes the boom up, so stowing a conventional mainsail is a bit of a stretch. The stack would be lower with a Harken Switch T-Track or you can have in-mast reefing.

The hull continues the belt-and-braces theme. The anchor well bulkhead is watertight, as is the bulkhead abaft the large locker in the bow. Beneath the anchor well is a foam-filled crash box. Into this run two of the hull’s six full-length stringers which, together with multiple frames that join the stringers or extend from gunwale to gunwale, form a comprehensive stiffening matrix.

Kevlar is incorporated in the stem and the leading edge of the keel. A foam core is used in the topsides above the waterline. Below this it’s a solid laminate.

As for the hull shape, the bow is unfashionably raked rather than plumb, for buoyancy in a seaway, a drier ride, less chance of serious damage in a collision and to keep the anchor away from the stem.

The rig is supported by three sets of swept spreaders, a bifurcated backstay and an inner and outer forestay

At the other end of the hull is a transom of modest proportions by modern standards and with no dinghy garage. That’s another ‘not-on-a-Kraken’ feature. You’re offered davits instead.

I tested the Kraken in Hong Kong shortly after it had been sailed from the yard in China. Kraken’s office was in Hong Kong at the time but has now moved to Turkey, where an additional production facility has been set up to serve the European market.

We had gentle breezes on two of our sailing days and 20+ knots with a sizeable sea on the third. The Kraken 50 proved to be quick and easily driven in light airs, clocking up to 8 knots under the full-cut genoa as soon as the sheets were eased.

Upwind speeds with the Solent jib were more modest – up to around 5.2 knots – as it’s not a big sail and the sheeting angle was wider than it will be on production boats.

To keep powered up in less than 10 knots or so, especially if there’s any sea running, you might choose to fly a flatter-cut genoa and accept that you have to sail a few degrees lower than with the jib. Such are your choices with a Solent rig.

In heavier airs the boat was dry and comfortable, powering through the seas under jib and full main with up to 25 knots over the deck. Grip from the large rudder was good, even when we tried bearing away with the sheets pinned in.

An unbalanced rudder blade inevitably makes its presence felt through the wheel, though weather helm was modest with the large mainsail suitably de-powered. The gearing in the steering – over two turns from lock to lock – also helps keep the wheel comfortable.

The ergonomics generally work well. It’s not an enormous cockpit and the fixed table takes up a fair chunk of it, but security is good. The decks are secure too: you have foot-bracing bulwarks and 70cm (27½in) stanchions with triple guardwires.

Fuel polishers are an extra guard against fuel contamination

System security

Beaumont maintains that the majority of engine problems stem from dirty fuel, so clean fuel is a priority. Two wing tanks are filled via deck fillers whose necks sit proud in a drained, covered recess to minimise chances of water ingress.

From the wing tanks the fuel passes through polishers on the way to the central tank from which the engine draws. Then there’s a further fuel polisher between the central tank and engine, in addition to the engine’s own filters.

No chances are taken with the 24V electrical system either, provision being made for manual bypass should any faults develop in the fully digital system.

Interior joinery is a choice of cherry (as here), teak or light oak. The finish is tidy throughout

Below decks

As you’d expect on a boat of this nature, variations are possible, together with a degree of customisation. The galley and the walk-in engine room are constants. Otherwise you have mix-and-match options and a choice of timbers.

On our test boat, finished in cherry, the space between the saloon and the bow locker was dedicated to a large and comfortable guest cabin with en-suite heads and shower, ample stowage and a desk with a fold-down seat. An alternative is a smaller double cabin in the bow and a bunk cabin to starboard, sharing the heads to port.

Styling and finish are good and will quite possibly be improved by the yard in Tuzla. Attention to detail is evident throughout; just one example being the inch-thick, honeycomb-cored sole boards with lugs and catches for positive engagement and no rattling.

Drawers are all wood. All tanks can be reached, cleaned out and, if necessary, removed. Cabling is routed through conduits. Seacocks can all be reached – and so on. There’s much to like and little to criticise in terms of both comfort and practicality below decks.

Not everyone will agree with the Kraken approach. If the combination of an integral keel, full-length skeg, raked stem, Solent rig and all the Kraken’s other features seems wasteful, inefficient or simply unnecessary to you, there are plenty more bluewater cruisers to choose from. Would a boat like this match a lighter, sloop-rigged conventional fin-keeler for pace? Perhaps not, at least upwind in light conditions. Offwind and in heavier airs she would give a good account of herself and, when conditions kick up, would probably be kinder to the crew. Krakens won’t sell by the hundred. Production will be limited and so will the number of people wanting a boat of this type. You get a lot for your money, however: the Kraken 50 costs a good deal less than some of the European alternatives. Together with the concept, the design and the construction detail, that might tip the balance.

Yachting Monthly

• Digital edition

• David Harding
• September 19, 2019

Conceived as a true blue-water voyager, the Kraken 50 incorporates a host of features that set her apart from other cruising yachts. David Harding reports

Credit: David Harding

Product Overview

• Belt-and-braces design and construction
• Good sailing performance
• Excellent value for money
• Centre cockpit means a high boom
• Interior styling a little bland in places
• Cockpit can feel crowded

Price as reviewed:

One glance at the Kraken 50 tells you she’s unlike most modern production cruisers: you see no plumb stem, broad stern or twin rudders. There’s not even a bolt-on fin keel.

To those accustomed to modern design, she will raise a lot of questions.

The answers might well change the way you look, not only at her, but also at many other boats.

We need to get one thing straight before going any further: the Kraken is intended for cruising beyond what we might loosely call the ‘civilised world’.

Owners are expected to have their sights set on far-flung parts, away from marinas, lift-out facilities and repair yards and where coral heads lie in wait.

With 18 tonnes of displacement, the Kraken 50 powers through choppy conditions. Credit: David Harding

When you’re doing this sort of cruising, you  have to look at things from a different perspective.

Features such as the Kraken’s raked stem, moderately proportioned stern, integral keel and single rudder on its full-length skeg are fundamental to the design.

They’re among the many that Kraken’s founder and chairman, Dick Beaumont, considers essential in a blue-water yacht.

The jib set on the inner forestay is the headsail for windward work. Credit: David Harding

Whether or not you go along with all his reasoning and whether or not you’re contemplating serious long-distance sailing, the Kraken approach provides much food for thought.

After all, who doesn’t want ruggedness, reliability and sea-keeping qualities? The question is what you may have to sacrifice to achieve them on this scale.

THE TEST VERDICT

If you like the concept of the Kraken, you will probably approve of the design and attention to detail, both external and internal.

If you don’t subscribe to the idea of the integral keel, raked stem, full-length skeg and Solent rig, everything else becomes irrelevant.

The Kraken way of doing things involves compromises, as does any other.

What the Kraken 50 does, however, is to give traditional, tried-and-tested features a modern twist.

The raised saloon sole hides the three separate fuel tanks. Credit: David Harding

With the help of 21st-century design, technology and styling the boat is faster, sleeker, more fun to sail, more manoeuvrable and easier to manage than older boats that would-be Kraken buyers might otherwise be drawn to.

She also poses a serious challenge to modern yachts aimed at those planning blue-water voyages, not least because she’s very competitively priced.

The addition of a few interior styling details, as might now happen with the move to Turkey, will make her even harder to ignore.

WOULD SHE SUIT YOU AND YOUR CREW?

A boat of this size can be managed by a crew of two given the extras, such as electric winches and a bow-thruster, that most owners are likely to choose. Otherwise the Kraken 50 comes with much of what you need.

Our test boat had add-ons to the tune of around £100,000, which is modest in relation to her total value. Something many owners will inevitably choose is in-mast reefing.

The cockpit’s modest width and central table enhances security, though space to move from side to side can be tight. Credit: David Harding

A centre cockpit pushes the boom higher than it would be with an aft cockpit, so the gooseneck is around 6ft above deck level and the head of the stowed mainsail closer to 10ft (3m), though a Harken Switch T-Track system will lower the stack a little.

Even if you’re not planning blue-water voyages, the Kraken has much in her favour for coastal sailing where rocks abound and seas can be rough.

Whatever your sailing plans, she might well be a serious contender if you’re after a semi-custom boat of this size that’s rugged, functional and practical as well as pleasingly plush.

FACTS AND FIGURES

Price as tested: £800,500

LOA: 15.70m (51ft 6in)

Hull Length: 15.24m (50ft 0in)

LWL: 13.68 m (44ft 10in)

Beam: 4.50m (14ft 9in)

Draught: 2.3m (7ft 6in)

Displacement: 18,250kg (40,233lb)

Ballast: 6,500kg (14,330lb)

Ballast ratio: 35.6%

Displacement / Length: 198

Sail area: 134.2m2 (1,444.52sq ft)

SA/D ratio: 19.2

Diesel: 850 litres (187 gal)

Water: 670 litres (147 gal)

Engine: 80 hp

Transmission: Shaft

RCD category: A

Designer: Kevin Dibley

Builder: Kraken Yachts

Tel: 00 852 26189335

Website: www.krakenyachts.com

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• Description

General information

Accommodation.

Abundant on-board features and luxuries normally specified for larger yachts are standard within the spacious interior - designed to create maximum internal volume and plentiful storage space.

The Kraken 50 is perfect for all types of sailing, from a weekend around local waters to long ocean passages. The 50 will perform in all weathers and sea conditions beautifully, with excellent visibility from the helm whether standing or sitting. Her twin headsail rig is ideal to give the sailor many options of sail configuration according to conditions, with sail controls easily managed from the accommodating cockpit.

Timeless refinement and style make the Kraken 50 a sailor’s dream that will turn heads wherever she goes.

Specifications

- Easily driven hull with full length skeg hung rudder

- Encapsulated lead ballast for maximum stability

- Transom platform for easy access to the water

- Transom and side gates for boarding

- Twin headsail rig for sailing in all conditions

- All sail controls are cockpit led

- Secure deep cockpit with protected companion way

- Comfortable seating around cockpit table for eight

- Easily reached sail controls from the helm

- Choice of solid timber interiors and layouts

- Customisable interiors according to requirements

- Kevlar reinforced forward sections for impact resistance

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Bluewater Sailboat – Kraken 50

Kraken 50 defines itself as semi-custom Bluewater Sailboat, but their very strict guidelines on what makes a Kraken a Kraken imply that they are less flexible on some elements. Finally, they use a modular approach to the interior, with the boats divided into three sections: bow, midship, and aft, and it also offers alterations in all three areas, giving a wide range of layout options.

• Price from:£635,000
• LOA:15.70m (51ft 6in)
• Hull length:15.24m (50ft 0in)
• LWL:13.68 m (44ft 10in)
• Beam (max):4.50m (14ft 9in)
• Draught:2.3m (7ft 6in)
• Displacement:18,250kg (40,233lb)
• Ballast:6,500kg (14,330lb)
• Sail area:134.2m2 (1,445ft2)
• Engine:80hp
• Water capacity:670lt (147gal)
• Fuel capacity:850lt (187gal)
• Sail area/displacement ratio:19.2
• Displacement/LWL ratio:198
• Design: Kevin Dibley/Kraken Yachts

The original Kraken 50 was released in China in 2018. Kraken’s headquarters were in Hong Kong at the time, but have since relocated to Turkey, where an additional production facility has been established to serve the European market. Since then, the company has undergone a transformation, with production shifting to Turkey in 2019. The Kraken 50’s hull form, deck layout, and interior were all changed using new moulds. As a result, the boat is at least an MK2, although it could be much more.

Some of the most inspiring production yacht lines have emerged as a result of a man starting by building the boat he desired for himself; one he couldn’t get anywhere else. There have been many one-offs developed in this manner, but the chances are that if the market cannot offer what one person want, other people are in the same boat – or would like to be if it existed. This is especially true for one developed for serious offshore cruising and pays little attention to present trend.

This is the ultimate bluewater cruiser, built from the keel up with a steadfast refusal to compromise. Kevin Dibley of New Zealand designed the hull lines, and the initial requirement was an integrated keel and a single rudder protected by a skeg. This means that in the event of a collision, it will be in the greatest possible shape to keep keel and steerage. Integrated keels (a keel moulded into the hull when the boat is laid up in the mould) are rare these days, but Kraken has gone one step further with what it calls the Zero keel, which features a lead bulb right at the foot of the keel, exactly where it’s needed, and is moulded in when the yacht is built. This means no bolts and a torpedo bulb, which keeps practically all of the keel’s weight in the most effective position – directly at the tip. Furthermore, the rudder skeg, which has a large steel structure, is moulded in, offering great protection. The yacht’s construction is unusually thick, with a minimum laminate thickness of 18mm and Kevlar reinforcement in vulnerable areas. For further security, there is a crash bulkhead at the bow.

Aft of the cockpit is a little bathing platform with a large swimming ladder and gorgeous stainless steel davits for the dinghy. The first thing to notice after stepping aboard is the central cockpit and single helm position. This is the most feasible option for a blue water cruiser, but it is becoming increasingly scarce. This is a nice place, with the helm raised somewhat above the seating area for greater visibility. The helm has a really comfortable seat since, as Beaumont points out, this is where you’ll be sitting for a long time on a blue water journey.

Another good feature is a fuel filler inset into the deck under a flip-up cover, with the filler caps themselves elevated up to ensure water infiltration is minimized while also eliminating the problem of fuel spillages on the deck. The port and starboard tanks may be filled from here, eliminating the need to drag the fuel hose across the coach roof. The decks are simple up front, with the most prominent feature being the enormous stainless steel bow plate, which incorporates the anchor roller and windlass and appears to be overspecified. The bow roller also has a small spirit for Code 0, which can be removed to offer an emergency backup roller. Following this is the anchor locker, followed by a large storage room that might serve as a crew quarters but has been designated as storage. Because it is entirely waterproof and walled off from the rest of the hull, it also serves as a crash bulkhead.

Now you can also precisely calculate the expenses related to boat ownership to make smart choices based on your budget and sailing needs. Use this bluewater Sailboat Calculator to explore different options and make the best decision.

The interior is designed by a New Zealand design team, who managed to achieve a wonderful balance with a place that seems modern but not jarringly so. The sheer quality of the woodwork is another thing that strikes you; Turkish boatbuilders have long had a reputation for great carpentry and steelwork skills, and these are evident throughout the boat. The design of the below-deck saloon guarantees light space with plenty of space. The skipper’s chair, which is situated to port and completely adjustable, provides excellent views forward and to the sides, while a strategically placed hatch allows keeping an eye on the rigging overhead. A nice and spacious seating space is located on starboard. Moving forward, the galley is straight and perfectly sized for bracing yourself while cooking. The galley has numerous innovative elements, like a sink layout with two bins on either side, one for biodegradable waste and one for regular trash, as well as a strategically situated portlight that allows to hand food, cups, and other items directly from the galley to the cockpit. There are twin drawer fridges, a drawer freezer, and an induction cooktop aboard this Bluewater sailboat – no gas at all. One final point to mention is the amount of storage available. A very well-appointed master cabin is located aft of this. This is a spacious centre cockpit boat with plenty of headroom and natural light. Again, storage is great, and the double is remarkable for having foldable leeboards. To starboard is a bunk room, to port is a second heads with a separate shower stall, and beyond that is a basic single berth. To be honest, there are a few layout variants up here, but it’s preferable to look to the website and some illustrations.

Performance

It’s very obvious that this is a Bluewater sailboat built to excel in full sail, brisk trade winds. Kraken performs admirably in erratic conditions  with 7kn-12kn along her 18,000kg displacement which potentially hamstrings her. Despite the fact that Code 0 was still at the sailmaker’s, the huge fore triangle and enough mainsail ensures smooth operation along at 6kn plus. The boat is intended to put the first reef in at 15kn, which gives an idea of the rig’s power. Unfortunately, the blade jib was not necessary, but the idea is that with a Solent rig, have a sail that sets precisely for upwind work while still having the ability to drive upwind. The issue with a cutter rig is that the nicely designed headsail is frequently insufficient to provide appropriate power.

A skeg-hung rudder is always heavier than the finger-light touch of a balanced rudder, and the Kraken 50 was no exception. Despite this, it had a considerable amount of feel and was quite light under power. It would have been ideal to test the boat in a stronger wind, but this was not possible. The sailboat was very well balanced and poised, with a delightful motion. The boat behaved well under power.

Kraken is the sailboat that can withstand storms, continue sailing after colliding with a submerged object in the middle of the ocean, and ensure that the occasional brush with a rock or a reef is nothing more than a small nuisance. This ‘survival by striking things’ attitude is key to how Kraken designs boats, and it explains why Beaumont believes the keel should be a structural component of the hull. That implies no bolts: a return to the keels seen on ‘real’ cruising yachts, but without the slack bilges and wineglass sections. Kraken’s underwater shape is more akin to that of a modern yacht with a bolt-on fin, a tighter hull-to-keel radius, a smaller keel section, and, most importantly, a bulb at the bottom carrying the majority of the ballast. The bulb of the Kraken is built within the integrated keel. This took some tinkering, but the end solution is a keel that becomes a part of the hull structure while avoiding most of the constraints associated with standard encased keels.

Quick Notes

• The Kraken can carry a good spread of sail because of its thin keel section and low center of gravity: the sail area/displacement ratio is nearly 20. Passage-making is more enjoyable in gentle breezes, and it’s better to sail fast enough to get out of the way of storms rather than bobbing around in the middle of the ocean waiting for them.
• The Kraken 50, on the other hand, gives conventional, tried-and-true features a modern twist.
• The sailboat is faster, sleeker, more enjoyable to sail, more maneuverable, and easier to manage thanks to the 21st-century design, technology, and aesthetics than older boats that would-be Kraken purchasers may otherwise be lured to.
• She also provides a significant challenge to modern boats intended for blue-water voyagers, not least since she is quite reasonably priced.
• The inclusion of a few interior aesthetic touches, such as the migration to Turkey, will make her even more difficult to overlook. 

Looking for a used sailboat for sale? Check out the Bluewater sailboat data and specs to make an informed decision. Ocean Wave Sail has data for over 10000+ boats that can help you select one to meet your sailing needs.

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Kraken Yachts 50 for sale in Hamble and Hong Kong

Hamble and Hong Kong

Make & Model

Kraken Yachts 50

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MEASUREMENTS

Fresh Water Tanks

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ADDITIONAL INFORMATION

Displacement(kgs)

16850 tonnes

This well-appointed offshore cruiser is made to cross oceans in style

K evin Dibley, the designer of the new Kraken 50, is an old mate of mine and always provides me with enough “meat” to the design to allow me to do an accurate review. For that I  am grateful. This new luxury cruising boat is built in China by Hansheng Yachts and is designed to combine comfort and performance. We hear that all the time but in this case, with Kevin as the designer, I think we can actually believe it.

It’s nice to have a full set of hull lines. This is a beamy boat with an L/B of 3.39 on a beam max of 14 feet 9 inches. Beam is carried well aft as is the current style. It’s hard to argue with the additional deck space and interior volume this creates, along with more sailing length, additional stability and a huge swim platform. Draft is 7 feet 6 inches with all the lead ballast near the keel tip for a very low VCG. Everyone likes a stiff boat.  

On a boat this size I would like to see at least a partially balanced rudder and Kevin echoes that feeling. But the client wanted a full skeg and that’s what he got. Skegs can be a challenge to build and the lack of “balance” area to the rudder means you can end up with more helm pressure than you would like. But, if the boat is well balanced,  and I suspect this one will be, it should not be an issue. 

I like the fact that Kevin gave the bow just a bit of overhang by adding a weldment to extend the anchor roller forward of the stem so that the anchor can clear the stem. 

The D/L is 203. There is some deadrise to the forward sections but this fairs out just aft of amidships and goes to a section aft that is tangent on centerline, i.e. no deadrise aft. There is just a hint of spring to the sheer because a generous sheer spring does not work well with this kind of contemporary styling. Kevin designs his hulls to a prescribed curve of areas. This curve maps the distribution of volume throughout the hull. This is not an unusual way to design hulls and has been used by some very successful designers.

The layout is designed for two couples with an additional small cabin forward with stacked single berths. There are heads with shower stalls forward and aft. 

The galley runs along the passageway to the aft cabin on the port side. I’ve done this before and it works quite well. It’s quite a large galley with a lot of counter space. The nav station is tucked along the cockpit well to starboard. There is a long settee to port in the saloon and an L-shaped settee to starboard with a small dining table. For me, this is a problem. Without adding a folding chair or two I can’t see more than three people dining comfortably at this table. 

The forward head is accessible from the saloon and the forward stateroom. The raised cabinhouse with its big windows will let in a lot of light, but the lower edge of the big window is above your eye level and that would bother me. I’d have to stand on the settee to see out the windows. There is an optional layout that leaves out the small cabin forward, brings the double berth aft adjacent to the head and offers a lot more room in this area.

I like the profile of this boat. The long almost flush deck forward works great aesthetically and pragmatically. The tall, raised cabintrunk helps take the curse off the high cockpit profile and tall cabintrunk aft. It’s all nicely integrated. 

Climbing in and out of the cockpit might be a bit awkward, but the cockpit is unusually large and roomy for a center cockpit boat. The well opens up aft to allow for a large diameter wheel. Winches and line controls are all handy to the helm position. The mainsheet traveler is aft of the cockpit and provides close to end boom sheeting. That’s good. The broad swim step aft will be perfect for people like me who’s knees are not what they once were.

The rig is a tall, SA/D 19.2, sloop rig with a self-tacking working jib tacked just aft of the stem. In light air you would use a genoa tacked at the stem. A short, deck mounted bowsprit gets the tack of the asymmetrical chute away from the headstay. An 80-horsepower diesel will bring you home when the wind dies.

It’s always a pleasure to review a Dibley design. I wish Kevin and the Kraken boys success with this project.

LOA 50’; LWL 45’10”; Beam 14’9”; Draft 7’6”; Displ. lightship 37,148 lbs., loaded   46,297 lbs.; Ballast 14,330 lbs.; Sail area 1,445 sq. ft.; SA/D 19.2; D/L 203; L/B 3.39; Auxiliary Yanmar 80-hp; Fuel 227 gal.; Water 185 gal.

Our best estimate of the sailaway price:   $839,000

Kraken Yachts Ltd

A3, 8/F, TML Tower

3 Hoi Shing Road

Tsuen Wan, New Territories

+852 2618 9335

www.krakenyachts.com

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• M.A.T. 12.2
• Jeanneau Yachts 55

Also from Robert H. Perry

About   Kraken

Find out more about Kraken Yachts. Check out the latest Kraken in-build at our bespoke factory in Turkey or meet the team behind the yachts.

Kraken   Design

Kraken Yachts are the safest blue water sailing yachts in build today. Find out what makes our yachts so special.

Kraken   News

Stay up-to-date with everything Kraken Yachts. See our reviews in yachting magazines from around the world or find out about Kraken Yachts and all things sailing in Ocean Sailor Magazine.

Get more from Kraken Yachts . Watch, listen and read everything about bluewater sailing.

Kraken Yachts

In development.

Cover Stars

The latest kraken 50 in-depth review from sailing today.

Check out Sailing Today magazine this month for a full review of the Kraken 50 and a stunning front cover. Editor Sam Jefferson joined us in Istanbul to put her through her paces. ‘A serious yacht by any standards and one that Sam had to admit he was loathe to disembark from!’

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