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Excess 12 Review

In this review, we will answer the questions why the Excess 12 catamaran became the Boat of the Year 2020, why Beneteau created a competitor to its Lagoon, does the 12th one really look like the Lagoon 40 , how many Excess 12 layouts will the topRik marketplace can offer if you decide to buy this cat.

• FEATURES OF EXCESS 12
• VIRTUAL TOUR
• MAX. SPEED EXCESS 12

In the Cockpit

On the deck and the bow, in the saloon and the cabins.

• ADVANTAGES OF EXCESS 12
• REVIEWS OF EXCESS 12 FROM PROFESSIONALS
• VIDEO REVIEWS OF EXCESS 12
• PRICE CALCULATOR

As usual, we draw our conclusions by seeing it with our own eyes and steering with our skipper's hands. In confirmation (or contradiction), we present the opinions of the best marine journalists, including those who were on the jury that tested the catamaran for the title of the Best Boat of the Year.

Catamaran Excess 12 opened a line of new models from the French group Beneteau. Brand Excess Catamarans goes under the motto “Be immoderate”, and in many ways corresponds to it, especially considering that we are talking about a cat that is little less than 12 meters long and 6.7 meters wide. The team of naval architects and designers from VPLP design really didn't hold back when they reduced the weight of the Excess 12 by almost a ton compared to the Lagoon 40, which was taken as a basis, and which dimensions are identical to the 12th.

The same vacuum infusion technology and balsa core sandwiches were used to manufacture the structures. Using these methods, the deck and hull above the waterline were made. But even though the deck that is glued on top is completely identical to the Lagoon 40, the shape of the side floats is different – they have two more voluminous chines.

This is what allowed the designers to take advantage of this increased space and come up with a completely new interior design concept. When VPLP was working on lightening the catamaran, it was the designers who made a big contribution by redesigning the interior trim.

But the three-section design, on the principle of which the Excess 12 is built, was transferred from the Lagoon 40 - this is how the bridge is made, as well as deck and hull below the waterline.

That is, with the same dimensions as the Lagoon 40, the first Excess catamaran weighs much less and can offer its passengers more space to live on board. Read about the organization of this space, the change in seaworthiness and the control features of the Excess 12 below.

Features of Excess 12

• Brand: Excess
• Hull type: Catamaran
• Overall length, m: 11.8
• Width, m: 6.73
• Draft, m: 1.35
• Displacement, t: 10.1
• Air draft, m: 18.27
• Water tanks, l: 300
• Exterior design (Architect): VPLP design
• CE Certification: A: 10 - B: 12 - C: 16 - D: 20
• Mainsail type: Square top
• Jib type: Self-tacking
• Mainsail area, m²: 50
• Jib area, m²: 32
• Code 0 area, m²: 67
• Engines, hp: 2x29 / 2x45
• Fuel tanks, l: 2 x 200

Virtual tour

Max. speed excess 12.

The maximum speed of the Excess 12 yacht depends on several factors, such as: wind conditions, sea state, and sail configuration. However, the manufacturer states that the Excess 12 has a maximum speed of approximately 17 knots (19.6 mph or 31.5 km/h) under ideal conditions.

Review Excess 12 by TopRik Team

“Somehow I don’t think that this is a copy of Lagoon 40, as they call it,” our skipper said thoughtfully, when the topRik team (not the full crew) approached the pier. As we got closer and looked at the Excess 12 from the transom, we realized what he was talking about.

It was enough to see two helms spaced along the sides to understand that this boat is far from a complete copy of the Lagoon 40.

Therefore, we decided throughout the test, if possible, to draw parallels with this distinguished yacht in order to find out how the first model of the Excess brand differs from it with its “Be immoderate” motto. Apparently, an additional helm was added in accordance with this message.

But let's get back to the transom. We must admit that we are already familiar with these ladders with comfortable steps spaced along the sides, the lower of which is wide enough to serve as a swim platform. A special ladder is used to descend into the water and climb out.

The middle part of the transom is given over to a large locker for life rafts, there are also davits on which an inflatable motor boat is attached. Davits are designed to hold a boat (or 1-2 local jet ski) weighing up to 150 kg.

Another common feature of the two compared catamarans is the lack of a flybridge, which is quite understandable for a vessel of this size.

We agreed that the float contours have been changed, and in the Excess 12 they are more ribbed and significantly expanded towards the bow, which gives hope for higher ceilings and more roomy spaces below deck. The shape of the side windows has been changed, but their number has remained the same, which promises enough natural light in the cabins.

But let's not get ahead of ourselves, especially since our skipper has already run up the ladder to the stern of the yacht. Keep up!

While the team leader inspects the control posts, we place ourselves around the table in the cockpit. It has already been mentioned that we went to the exhibition with just half of our crewmen, so we could only approximate the accommodation characteristics of the cockpit. The four of us were comfortably seated at the table, and a couple more people could sit with us. Opposite the table and along the transom there are two more large sofas, so that only at the stern can all the 10 people declared by the manufacturer fit all at once – possibly, even more than that. To quench their thirst, there is a spacious freezer for cooling drinks and ice cream.

And let's not forget that excellent seats for two people are provided in front of the helms. With sorrow and some surprise, we learn that these helmsman seats are actually an additional optional purchase.

This sorrow was sweetened by the excellent organization of the helm station as a whole. Immediately behind the helm there is a panel with a compass , chart plotter , various indicators; to the right of the helmsman behind the starboard helm there is a throttle stick and another set of the indicators necessary to control the operation of yacht equipment.

An identical helm station is also on the port side (pictured above), with the exception of some nuances, for example, the absence of a chartplotter.

In the two photos above and in the photo below, you can see how conveniently the winches are located, how well the sheets and halyards are wound, how they can be hidden in special bags so that they do not get under the feet of the helmsmen and do not create dangerous obstacles for the passage of passengers. Also check out the roof rails that provide safety while walking on the side decks of the Excess 12.

Both helms offer excellent views of the entire catamaran. Moreover, the bow of the opposite float is visible through the cockpit door and large untinted saloon windows. At the same time, the helmsman has a full view of the deck along his side, the sails and, of course, the entire stern.

From the two photos below, you can appreciate how well all parts of the catamaran are viewed from the left and right helm stations.

Notice that the right post is the main one? And not only because there are more cables that control the sails and rigging. Devices on the panel on the left side - an option.

Well, it is understandable, although disappointing, that the cockpit roof does not extend to the helm stations, otherwise the helmsman will not be able to see the sails. In return, the helmsmen will save themselves from the sun and rain with the help of a bimini . By the way, the roof over the cockpit can be supplied with an opening part, as in the Lagoon , then a full view of the sails opens up.

Speaking of sails... Excess 12 has two versions - Standard and Pulse. The Pulse version differs from the Standard in having additional sails of 5 m² and a mast that is almost 92 cm higher. The mast extending far aft is characteristic of both versions. This makes it easier to manage the mainsail when sailing alone or in pairs, as it allows you to reduce the area of the mainsail. A self-aligning boom and a square top mainsail are also featured in both versions.

For Pulse versions are provided with gray tri-radial laminate Incidence sails. Code Zero in this version is almost 8 m² more than in the Standard version.

We found out in practice that this is a universal sailing plan, with which the Excess 12 catamaran is perfectly controlled even by one experienced skipper, and for a pair of helmsmen it is not a problem at all.

And now let's go along the deck to the bow of Excess 12. At first glance, this is an extensive sunbathing area with soft mattresses and sunbeds, hanging nets and even a ladder to the roof. But this frivolous spectacle is a disguise for serious engineering developments.

Therefore, if circumstances permit, remind your friends, children or charter passengers that the nets are not a trampoline and are not strung here for entertainment at all. Firstly, they reduce the weight of the boat, secondly, they help to overcome wind resistance, and thirdly, they do not allow the catamaran to burrow into the wave and bounce with each shaft.

And the ladder to the roof is not so much to make it easier for those who want to sunbathe, but to make it easier to work with sails. We saw this skeptical grin on the faces of entrepreneurs from the charter business, imagining how they explain all this to passengers. Well, use your imagination...

The anchor chain is recessed in the channel and fed to a vertical electric anchor winch. The anchor is extended to a safe distance from the hull, which eliminates damage when it is raised and lowered, as well as during pitching.

Fans of physical activity, speed under sail and maneuvering can order a bowsprit. A removable bowsprit allows you to shift the center of sail and increase the area of the rig.

On the foredeck there are hatches into the bow compartments, which can be used as places for storing fenders, water toys, equipment for diving, hunting, fishing, etc.

It's time to go down to the cabins, and the way there runs through the saloon. A sliding door and sliding windows connect the cockpit and saloon spaces. And one of the tables in the galley, which is located under the window, can be turned into a bar counter or can be used for distribution of hot meals from the saloon to the cockpit.

After looking around in the cabin, we decided that this boat could have a grand party somewhere in the marina, inviting passengers from neighboring yachts to visit, if, of course, they are not much larger than the Excess 12. See for yourself and figure out how many people will fit on the stern.

In the corner you see another control post - the skipper's table, which is equipped with a chartplotter and indicators that show the status of the equipment and other parameters that the skipper has to constantly monitor. There is a comfortable seat in front of the table. On the same side there is a full-fledged galley.

Here in the photo above you can clearly see that one of the surfaces of the L-shaped galley can serve as a bar or serving dishes, where you do not have to stand in line.

Large windows around the entire perimeter let in maximum natural light, and opening portholes and a large cockpit door provide maximum fresh air. Even passengers in the cabin have access to a 360-degree view and healing sea air.

You can see the entrance to the cabins in the previous photos. The manufacturer offers a choice of several versions of the configuration of the cabins. The layouts below show the location of the cabins in the catamaran hulls in different versions of their equipment.

In the case of 3 cabins, the master cabin occupies the entire float. This space is divided into several zones - a conditional bedroom, a conditional office or living room and a bathroom. In the sleeping area there is a large island double bed, a shelf and a bedside table, in the living room there is a table that can be used for work, a wardrobe, a pouffe for sitting.

The dressing room is quite large for a catamaran, not even up to 12 meters. In addition to a separate shower, washbasin and toilet, there are storage lockers. All this is illuminated and ventilated through skylights and side windows.

The 4-cabin version is two double cabins in each hull with two bathrooms - one for each hull, or the same cabins, but each with a separate toilet.

It should be noted that we tested a catamaran with 3 cabins, and it seemed to us that even the shared bathroom for two cabins was cramped. But for charter flights, where complete strangers can meet, perhaps even tighter, but separate places of hygiene are justified.

Advantages of Excess 12

As usual, let's start with a disadvantage. For our experts, this was the lack of storage space. Even in the galley, where there are usually a lot of lockers, they turned out to be deplorably few. Although if there is a desire, the required number of lockers can be added. The main thing is not to get carried away so that the added storage spaces and their contents do not cancel out all the work of engineers to reduce the weight of the vessel.

The advantages of the Excess 12 sailing catamaran topRik team include:

• Safety. The catamaran is stable when maneuvering and big waves. During the manufacturing process, the latest technologies are used. Optimally safe and reliable equipment has been selected that provides full control of the boat.
• Quality. When making the deck and hulls of the boat, innovative materials were used. The interiors use natural fabrics, wood veneer, etc.
• Multivariance. Thanks to the design, safety, quality equipment and sufficient comfort for life at sea, the yacht can be used for family cruises and charter flights, as well as for sailing alone or together with a special other.
• By reducing the weight of the vessel, the seakeeping characteristics of the Excess 12 have been improved, in particular, tacking under sails in strong winds.
• Affordable price of Excess 12 considering the high quality and safety.

Reviews of Excess 12 from Professionals

Here are the ratings given to the catamaran Excess 12 by well-known journalists and yachtsmen Kevin Green and Mark Pillsbury. Mark participated in testing the boat for the title of Best Midsize Cruising Catamaran for 2020. And the very first review belongs to the yachtsman and freelancing writer for yachting magazines, Zuzana Prochazka.

The author of the review goes into detail about the idea of a new range of cats from Beneteau, which is aimed at those who want to feel at one with the boat and are constantly looking for something new in both monohull and multihull yachts. Zuzana believes that Excess 12 has exactly that to offer.

She liked the engine control knobs mounted on both sides of the helms, located at the level of the helmsman's hips so that she could reach them without looking, which is very important when mooring, since you need to control all parts of the vessel, although it is not so wide.

Zuzana doubted the ability to control the opposite bow of the catamaran through the cockpit and saloon windows, until she personally checked and made sure that the visibility was really excellent.

Zuzana tested a convertible catamaran with a manually opened cockpit canopy. On the one hand, as the author of the review noted, this opens up a view of the sails, but on the other hand, problems arise when you need to go to the mainsail bag.

The author noted that she was impressed with the testing at sea, despite the fact that there was a light breeze of only 7-10 knots. At the same time, the team managed to accelerate the cat to 5 knots in a 50-degree apparent wind, and increase it to 5.4 knots with a 75-degree AWA speed.

The reviewer immediately supported the idea of an open and fast catamaran, which does not look like a monster. As an experienced yachtsman, he noted the optional high sail layout, which is able to create some thrills and speed up the movement of huge hulls in lighter airs.

Kevin also noted the lack of a soft top cockpit roof - not enough room to reach the end of the boom, although the boat he was testing had a fiberglass roof.

He liked the reaction of the paddle rudders to the helms, as well as the organization of the control of the sails. Kevin concluded that this is a functional boat that does not require a large crew to operate.

The cat the team tested was equipped with a code 0 bowsprit, which, as the author noted with characteristic irony, is an excellent choice for those "who prefer the sound of rushing waves to the chugging of diesels in light winds."

As a result of testing, which Mark Pillsbury attended, Excess 12 received the title of Best Midsize Cruising Catamaran for 2020. This, as noted by the reviewer, was facilitated by “great weather”. It should be noted that the tests were going to be postponed due to the forecast, which predicted a storm, and subsequently the forecast came true. How assures Mark, "did we have one heck of a ride before gusts topped 40 knots".

He noted the enhanced sail plan of the Excess 12 compared to the Lagoon 40, which is provided by the Pulse version. It was this version that was installed on the tested boat.

The jury noted that it was easy to manage the catamaran even in severe pre-storm conditions. After setting the sails, excellent tacking was achieved with just a turn of the helm.

The boat raced at over 8 knots with winds ranging from 25 to 30 knots, while steering was very responsive.

Summing up the review, the author recalled a popular phrase from his college days "Anything worth doing is worth doing to excess". That's exactly what he did when he rode the Excess 12 on a very windy day, says Mark Pillsbury.

Video Reviews of Excess 12

If a picture is worth one thousand words, then a video is absolutely invaluable.

Let’s start with a big, in-depth, 30-minute review by BoatLife – almost all of your questions will be answered after watching this:

Interior overview with not commentary with pleasant music:

Another detailed review, this time by Sailing Ruby Rose:

NautiStyles surprised us with a thorough walkthrough of Excess 12 – lots of helpful information:

And if you still have doubts, here’s some drone footage of the yacht at the sea:

Thorough testing of the boat by various groups, as we were able to verify, shows that the Excess 12 catamaran has excellent seakeeping characteristics both under engines and under sails. The cat is maneuverable and easy to handle: having two helms, it can easily be steered by one experienced skipper.

Excessive luxury is not provided for on board, but comfort for a long stay on board is provided at an excellent level.

There are various options for completing cabins - for a couple, a family or a large company.

The Excess 12 is highly stable, reliable, allows up to 10 people to cruise safely, although the number of passengers, crew and guests can reach up to 20 people in the parking lot or in protected waters.

Based on this, we can conclude that the Excess 12 catamaran is perfect for:

• yachtsmen who do not like unnecessary restrictions in comfort, but want to feel the power of sails and wind in their hair;
• sailors who prefer solitude in the open sea;
• caring parents who want to spend a lot of time with their children in natural conditions, but in safety and without asceticism;
• couples who want to stay together in the middle of the ocean;
• those who have many friends and do not want to part with them even on a cruise;
• those who wish to buy their own fast and comfortable first catamaran at a bargain price.

Of course, Excess 12 is ideal for commercial use. It is quite comfortable and spacious for passengers of a charter.

And one more purpose of this small but cozy catamaran is a prestigious purchase for organizing corporate sea trips.

Price calculator

Where to buy excess 12 at a bargain price.

If, after reading the material, you have a question where to buy Excess 12 at a bargain price, we have good news for you: you have already solved this problem for yourself by visiting our marketplace. We will do the rest ourselves:

• find out in detail in which configuration you want to see your Excess 12;
• we will negotiate with the manufacturer or dealers to select Excess 12 at a favorable price;
• we will control the fulfillment of your requirements for the configuration of the cat;
• we will issue all necessary documents, including customs;
• we will deliver the yacht to the destination you specify;
• we will provide all accessories and equipment that are not included in the standard and optional equipment: fenders , dishes, bed and table linen, rugs, towels, watermaker , tools, etc.

All consultations will be given free of charge by our employees by phone, through e-mail or through feedback on the website. Our specialists are practicing yachtsmen who are well aware of the features of single-hull and multi-hull sailing and motor yachts. They will not allow you to impose unnecessary equipment on you, but they will accurately indicate what you cannot do without at the sea.

Beginning yachtsmen are invited to take IYT Yacht Training Course "International Bareboat Skipper" in our school SimpleSail, which is an official partner of IYT Worldwide. Bareboat Skipper qualification received at our school allows you to automatically receive International Certificate of Competency (ICC).

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Excess 12 Boat Review

• By Mark Pillsbury
• Updated: July 16, 2020

France’s Groupe ­Beneteau coined the phrase “be ­immoderate” to promote its new Excess Catamarans brand.

So, we were.

On a day when a ­forecasted gale set off a wave of ­sea-­trial postponements during the week following the U.S. ­Sailboat Show in ­Annapolis, ­Maryland, Excess regional sales director Frédéric Signat insisted that the Boat of the Year judging should go on as planned. It turns out, he was right. Not only did we have one heck of a ride before gusts topped 40 knots and convinced us it was time to drop the double-reefed mainsail and motor home, it was so good that the judges later named the Excess 12 the Best Midsize Cruising Catamaran for 2020 .

The Excess line was launched to offer a sportier ­alternative to what’s ­currently available in production catamarans—including Groupe Beneteau’s competing Lagoon range—without getting ­into the complexity and price of boats with daggerboards and built using exotic fibers. A company representative said the idea was to come out with a cat for sailors who might be looking for the space afforded by two hulls but didn’t want to give up the responsiveness and feel of sailing a monohull.

To achieve this—compared with say, a Lagoon 40—the 38-foot-5-inch Excess 12 has a powered-up sail plan that includes a flattop main and self-tacking jib, and ­optional sprit and screecher (an even taller and peppier Pulse rig is also available). Designers ­also looked for ways to reduce weight, so there’s less furniture in the saloon and cabins. Hanging lockers were replaced with fabric garment bags, and drawers with cupboards, for instance. But when you approach the boat, what you first notice are the twin wheels that are located outboard and far aft on either hull, rather than up on a bulkhead or atop a flybridge, both of which are the more common locations for a multihull’s steering ­station. With all sail-control lines ­leading to the wheels, the experience of driving the Excess is not all that different from sailing many of the wide-beam twin-wheel monohulls we’ve seen in recent years.

It was a feature that BOTY judge Ed Sherman applauded. “You know, it engages whoever is at the helm with the rest of the crowd on the boat. I think it’s safer. I prefer to be lower than higher when I’m driving a boat,” he said.

Fellow judge Dan Spurr agreed. But he was equally impressed with the convertible Bimini over the ­cockpit, the center of which slides open to allow an unobstructed view of the mainsail, or it can be closed for shade or in bad weather. “I thought it was more lively than the other boats we sailed,” he said.

The Excess 12 was the first of the new line to reach the US. This fall, we’ll see the 37-foot Excess 11 alongside the flagship 48-foot Excess 15. Two other models, the Excess 13 and 14, will eventually follow.

The 12 is available in three layouts. The boat we sailed is the three-cabin, two-head ­version. The owner’s quarters are in the port hull, and include a queen-size berth aft and a head and shower forward. Two double cabins share a single head and shower in the opposite hull. There is also a four-cabin version, with either two or four heads.

Underway, the Excess was pretty easy to handle, even in boisterous conditions. Once the sails were set and ­sheeted in (no need for the ­screecher that day), tacking required just a turn of the wheel. In 25 to 30 knots of breeze and higher gusts, we scooted right along at better than 8 knots, both closehauled and reaching, and the steering felt quite nimble. Though we kicked up a good bit of spray, both helms were dry, and it was pretty cool to sit down close to the ­water and watch it fly by. I found the ­soft-back fold-down helm seats, which also close off the transom steps, to be quite comfy. When I first took the wheel, I noticed the aft corner of the cabin created a blind spot, but by moving around a bit, I was able to compensate for it.

Under power, at ­cruising rpm (2,000), the twin ­Yanmar 29 hp engines and saildrives pushed us along at 6.5 knots, even into the wind, and we added a knot with the ­throttles wide open.

Back in college, ­graffiti in a local watering hole read, “­Anything worth ­doing is worth doing to excess.” ­After getting a chance to sail the new Excess 12 on a very ­blustery day, I’d have to agree.

Mark Pillsbury is CW ’s editor.

• More: beneteau , catamaran , excess , print june july 2020 , Sailboat Reviews , Sailboats
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The Power Catamaran Compilation

• By Yachting Staff
• Updated: December 21, 2018

Power Catamarans have been growing leaps and bounds in popularity, and, in lengths and widths. And for good reason. These cruise-centric yachts offer homelike livability for avid travelers, are fuel efficient and are fairly intuitive to run. Power cats are popular in the bareboat charter market too, for these very reasons.

Here, we take a look at 12 catamarans ranging from a cruising-couple-size 36-footer to a 78-footer for friends, family and some more friends. And there are myriad power options: outboards, diesel inboards, hybrid or even all-solar power.

Fountaine Pajot MY44

The Fountaine Pajot MY44 , a creation of Italian architect Pierangelo Andreani and French designer Daniel Andrieu, has a main deck that’s open from the aft-deck seating all the way forward to the starboard helm station. The sense of spaciousness is significant, for several reasons. First, four glass panels aft can all slide to port, creating an indoor-outdoor space with the aft deck and salon. In the salon, 32-inch-high windows extend for 12 feet down the sides of the yacht, with three sections per side, bringing in natural light along with the three forward panes that comprise the windshield. Finally, 6-foot-6-inch headroom provides vertical clearance, with a 21-foot-7-inch beam that adds interior roominess while keeping the yacht stable.

Read more: Fountaine Pajot MY44

Silent-Yachts 55

The ideas about which solar panels, electric motors, inverters and the like to use — and more importantly, Michael Köhler says, how to configure them — became the basis for the brand Silent-Yachts. The company offers 55-, 64- and 79-foot catamarans that run on solar-electric propulsion. The Silent 55 premiered this fall, and the 64 is sold out for the next two years, Köhler says.

Read more: Silent 55

Horizon PC74

As founder and director of The Powercat Company, a Horizon Power Catamarans distributor, Stuart Hegerstrom had long believed that catamaran builders needed to design their yachts to more stylish standards.

“The boats were very boxy,” he says, based on his years of experience with cats in the charter market. He and his partner, Richard Ford, asked Horizon to produce models that had high-end finishes and looked good inside and out.

The Horizon team brought in mega-yacht designer JC Espinosa to work with its own craftsmen. The result aboard the Horizon PC74 is a catamaran with exterior styling, layout and functionality that should appeal to private and charter owners alike.

Read more: Horizon PC74

The Aquila 36 is a departure from her sisterships in that she is an outboard-powered, express-cruiser-style catamaran, but she also adheres to MarineMax’s philosophies.

With a single main living level from bow to stern and a beam of 14 feet 7 inches, the Aquila 36 is like a bowrider on steroids. She has seating that can handle 20 adults for outings and barbecues, and there are two staterooms below, one in each hull, for family weekending. The staterooms have nearly queen-size berths, en suite heads, stowage and 6-foot-6-inch headroom.

Read more: Aquila 36

Lagoon Seventy 8 Powercat

Lagoon is a division of Groupe Beneteau, the world’s largest builder of sailing yachts, and the Lagoon Seventy 8 Powercat is a developmental sistership of its Seventy 7 super sailing cat. The Seventy series yachts are built at Construction Navale Bordeaux in France, which had to add a new yard to construct these catamarans because they require separate stern molds for the power and sail versions.

Read more: Lagoon Seventy 8 Powercat

Horizon PC60

To understand the Horizon PC60 power catamaran , you need to put aside preconceived notions about midsize yacht amenities. For example, main-deck master suites are the province of yachts over 100 feet length overall. Incorrect. This 60-footer has an elegant and spacious owner’s stateroom on the same level as the salon. If you want a 14-foot center console tender on a 60-foot yacht, you have to tow it. Wrong again. On the PC60, you hoist it onto the upper deck, no problem.

Read more: Horizon PC60

40 Open Sunreef Power

Sunreef is known for pushing the boundaries of catamaran design, incorporating four adjustable hydrofoils into a twin-hulled speedboat.

The Polish builder is one of several European builders (including Evo, Fjord, Wider and Wally) transforming the open ­day-boat category with creative designs. ­Beyond its hydrofoils, the 40 Open Sunreef Power ‘s cockpit has side “wings” along the aft gunwales that fold out at anchor, widening the beam from 17 feet to 22 feet 9 inches.

Read more: 40 Open Sunreef Power

Sunreef 50 Amber Limited Edition

Sunreef Yachts introduced its 50 Amber Limited Edition , with plans to launch just 10 hulls of the exclusive design.

The Sunreef 50 Amber Limited Edition will have a carbon fiber mast and boom, four layout options and numerous amber-colored elements, including the hull.

Read more: Sunreef 50 Amber Limited Edition

Lagoon 630 Motor Yacht

Fitted with the optional twin 300-horsepower Volvo Penta D4 diesels, the Lagoon 630 MY burns only 1.64 gph total at 6 knots, giving a theoretical range of 2,952 nautical miles with standard tankage of 793 gallons. Hull No. 1 had an optional 502-gallon tank, giving it transatlantic range.

Luxury, stability and economy are all hallmarks of Lagoon’s return to luxury motor yachts. If you can take a ride, it will be worth your time.

Read more: Lagoon 630 Motor Yacht

Fountaine Pajot MY 37

The Fountaine Pajot MY 37 easily accommodates the seafaring family with three- and four-stateroom options. In the three-cabin version, called ­Maestro, you’ll find an owner’s suite in the portside hull with a queen-size berth and en suite head. Two double-berth cabins and one more head are available for the kids. If your brood is bigger, the Quator setup features four double cabins with two heads.

The 37 is a traveler and can be powered with twin 150 hp or 220 hp Volvo Penta diesels. Top speed with the smaller engines is 17 knots, while it’s 20 knots with the bigger power plants. Interestingly, at 7 knots, the fuel consumption is the same, with either set of motors offering voyagers a 1 ,000-nm range.

Read more: Fountaine Pajot MY 37

Solarwave 64

Many yachts boast eco chops because they have a handful of solar panels that power the microwave or navigation lights. The Solarwave 64 , launched last summer, has the potential to run on sunshine alone. The vessel’s 42 solar panels generate 15 kW that are stored in batteries weighing about 1,300 pounds. They connect to electric motors.

Read more: Solarwave 64

Glider SS18

This British builder says it strives for design innovation and the Glider SS18 displays that DNA, the result of 8 years of research and development. She has a head-turning, catamaran hull form constructed from aluminum and composite materials. She is 60 feet LOA with a 17-foot beam, and has a relatively shallow 1-foot draft. Powered by quad Yamaha 300 hp outboards, she can reportedly reach 50 knots, and with her Stability Control System (SCS), should give a smooth ride while doing it.

Read more: Glider SS18

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Excess 12: Rediscovering the joy of sailing!

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Announced a little over a year ago now, the new Excess catamaran brand have just presented their first two models, the 12 and the 15. And it’s the former we are unveiling here. A new concept more focused on performance and the pleasure of sailing, but without denying any comfort: does the Excess 12 live up to her promises?

The first two Excess catamarans were presented to the public for the very first time at the Cannes Yachting Festival; it would be fair to say that these two catamarans have been much-awaited! The simple fact that the Bénéteau Group, world leader in yachting, is launching a new multihull brand, this is an event in itself. First, we need to understand their choice: Lagoon occupies almost half of the market, so why try this bet? Precisely because Lagoon can hardly do better, according to marketing experts... hence the idea of offering more performance-oriented catamarans under another brand, designed to attract an audience directly from the monohull and/or younger audience, who are water-sports enthusiasts. Let's be clear from the outset, the Lagoon team has been in charge of the project. And as we will see later, many elements of the Excess 12 have been borrowed from the Lagoon 40. On the other hand, the distribution network is different.

A shorter nacelle and twin helm stations

Moored side by side in Cannes, the Excess 12 and the Lagoon 40 have two clear differences: the new model adopts a shorter nacelle and has twin helm stations - one on each hull. As for everything else, ...

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Easy Sarah Catamaran

Discussion in ' Wooden Boat Building and Restoration ' started by MCP , Aug 19, 2018 .

MCP Junior Member

Hi, This is my first post on this forum. I'm considering building a Sarah 12m (40ft) catamaran by Peter Snell. I was initially going to build a 40ft aluminum monohull but my current lifestyle will not allow that. Anyways. I have a couple questions regarding the Sarah and hope you guys will be able to answer me. Firstly, on some forum somewhere there is an active group or discussion on DIY Peter Snell catamaran builders. Something like diy-yachts.com... I can't remember. Maybe someone can point me in the right direction. < found > I'm quite comfortable with monohull parameters and their capabilities but I've just recently changed my mind to multihull. So I'm a bit in the dark when it comes to multihull design. I will use the boat mostly for coastal cruising but will have to do the occasional blue water crossing, Pacific, Atlantic and Indian oceans. How well is the Sarah designed? What I'm trying to ask is, how safe, in terms of structure is the Sarah? Will she withstand rough seas (should I encounter rough seas) on a blue water crossing? I know there are many parameters determining the safety and integrity of a boat (including the person operating the boat), but I need to know if the boat itself will be able to "handle" it. There is not much on their site and also no study plans available so I can't get any idea of the structural design between the hulls and the bridge.  

JamesG123 Senior Member

Out of curiosity, what about your lifestyle will allow a 40' cat but not a 40' monohull boat?  

I do not want to deviate from the topic. My wife recently passed away and we have a little 4 year old. So I need to keep him at home and need to look after him all the time. I can't work away from home with him. So I need to build on site (at my house) and I do not have the space to build a 40ft mono as it requires all the space at once. With the 40ft multihull I can build in stages and by the time the hulls are completed I can move site and put the whole thing together. By that time the little one should be old enough to take with off site (away from home) without me having to attend to him all the time. I do have space length wise but not for the beam. The 40ft mono has a 4meter (13ft) beam whereas the hulls for the multi is less than half that. That is it in short. It is a bit complicated... By the way, I found the site I was looking for: diy-yachts.com  

Sorry for your loss. That makes sense. Best of luck.  

rwatson Senior Member

Your situation with a young child really does call for careful logistical planning Just out of curiosity, I wonder if you would benefit from considering an alternate multihull ? The building methods are far simpler and less onerous than a two hulled plywood boat. CRUISER 60 – PERU – Harryproa http://harryproa.com/?p=488 "They are very safe and easy to sail. The crew sits in the sheltered cockpit on the windward hull, able to see most of the horizon, including the danger zone which is usually blanketed by deck sweeping genoas. They never have to venture outside the beams onto pitching, wet foredecks. The full ends, no rocker, centralised weight and location of the crew makes for a much more comfortable ride. The skipper, crew and passengers are all able to sit together, with very little effort and no movement required for gybes or tacks. Sails on an unstayed rig can be hoisted lowered and reefed on any point of sail in any wind strength. This is safer, and much easier than having to luff head to wind. Shunting is not only easy, it is low stress and can be reversed at any stage. There is no chance of getting in irons, no flogging sheets or traveller cars to catch unwary fingers, no picking the right time or surfing uncontrollably down a wave. In a person (or hat) overboard situation, the boat can be stopped in seconds and sailed back to them, then stopped again to get them onboard."  

Richard Woods Woods Designs

Do you really need a multihull as large as 40ft? Especially if you are building/sailing it singlehanded and have a young child to look after in the boatyard and then on board. You will find a 32-35ft cat plenty big enough and probably less than half the build time. There are a number of "cuddy" catamarans around that make it easy to build in sections. My 34ft Romany would be ideal for you for example. Check out Rosie Swale to see what can be done with a small catamaran and two young children Good luck with whatever project you choose Richard Woods of Woods Designs www.sailingcatamarans.com  

rwatson said: ↑ Your situation with a young child really does call for careful logistical planning Just out of curiosity, I wonder if you would benefit from considering an alternate multihull ? The building methods are far simpler and less onerous than a two hulled plywood boat. CRUISER 60 – PERU – Harryproa http://harryproa.com/?p=488 "They are very safe and easy to sail. The crew sits in the sheltered cockpit on the windward hull, able to see most of the horizon, including the danger zone which is usually blanketed by deck sweeping genoas. They never have to venture outside the beams onto pitching, wet foredecks. The full ends, no rocker, centralised weight and location of the crew makes for a much more comfortable ride. The skipper, crew and passengers are all able to sit together, with very little effort and no movement required for gybes or tacks. Sails on an unstayed rig can be hoisted lowered and reefed on any point of sail in any wind strength. This is safer, and much easier than having to luff head to wind. Shunting is not only easy, it is low stress and can be reversed at any stage. There is no chance of getting in irons, no flogging sheets or traveller cars to catch unwary fingers, no picking the right time or surfing uncontrollably down a wave. In a person (or hat) overboard situation, the boat can be stopped in seconds and sailed back to them, then stopped again to get them onboard." View attachment 142584 View attachment 142585 Click to expand...

Hi Richard, I had a look at your designs as well. Very nice designs. The whole thing is like rwatson said: "logistical planning" I still need to earn an income. So lets say it will take me at least 5 years to build. By that time he will be 9. But I'm guessing more like 7 years, that will make him 11. A capable deckhand. But I have other plans too. So I need the 40ft and also have the space to build a 40ft multihull. But the question is back to the Sarah? Thanks  

MCP said: ↑ Hi, Thanks, they look like very nice boats but too many things that can break. I need a simple long range cruiser. Click to expand...

The Harryproa boats are clever, but I think the OP has settled on the Sarah design and is asking specifically about it.  

If I was wanting an unbiased yet intelligent opinion of the Sarah design I'd ask Catsketcher, I'm sure he'll post here soon RW  

sailhand Senior Member

Hi mcp don't let the name "easy" fool you, nothing could be further from the truth. I have known several of these builds and the experience has been , shall we say less than rewarding. The resale on these vessels in australia is far lower than the cost of materials. Have a look at yachthub for an a idea of resale value. Bear in mind that sale prices in australia are usually around 75% of asking price. Personally I think they have a reasonably good layout however I am not a fan of the hull shape, a bit too much rocker for my taste, each to their own. The latest schionning or oram design is a much better bet in my totally flawed and ill informed opinion. I will add that I am a friend and fan of oram design and have lived on one for 14 years. We normally beat everyone to the next anchorage and the build is the simplest I have ever seen by a huge margin. In a kit form I was involved in two hulls with bridgedeck and all the bulkheads in around three weeks. You walk on the keel panel so minimal fitout/weight/expense and the hull shape is quite good. Go with boards and kick up rudders I think it is really hard to beat that combination, many others would disagree, each to their own. If you check out 44c's posts on the cruisers forum you will see a great way to mount outboards. My boat is diesel shaft drives on a very shallow angle with boards and kick up rudders. My boat sits on the beach a lot and I have never had any problems. Where I sit mini keel boats have a lot of problems with damage to their keels and rudders. A large flat keel panel with little rocker makes for a great pad to sit on. I would do outboards if I did it again, simpler and cheaper. With your situation, given build space and schedule, assembling your own kit over a few years may be the best option. You save lots of money and the components can be easily stored. Boards/cases and rudders take some time and are also easy to store. Resin infusing foam panels is the way to go, much easier and really simple to do. The process is much cleaner and less toxic than hand laminating ply. End result is a foam boat with a much much higher resale value in australia at least. The infusion process requires minimal investment and the environment you are working in is much cleaner and dust and fume free almost. This is very important if small children are in the vicinity. As adults we accept protective clothing and understand the risks, kids not so much. Many epoxy projects of large magnitude result in the builders becoming allergic to the epoxy. By far and away most builders don't have any problems but if you do its all over. For a slightly higher initial cost, the two most important aspects of any build are the design and the materials. Bad design and cheap materials usually end up in misery and financial loss. The extra money invested initially will be returned twofold all else being equal. A foam boat in a good design is worth a lot of money when completed and the price difference on a boat that size would be under 10k difference in materials cost but the return would be huge. Good ply is not cheap and epoxy is a lot dearer in australia than vinylester , South Africa, I have no idea but it is worth some time to investigate. Foam also allows for a build without stringers frames etc. Your internal surfaces are smooth and easier to fair and paint and a far nicer finish than stringers and frames in my view. That's my two cents worth of absolute dribble make of it what you can, I am sure there will be many contrary views and goodluck deciphering it all. Maybe a good thread to start would be "if you were going to build a catamaran what would you build in what materials/configuration etc. Experienced catamaran sailors need only reply. You could ask the local blacksmith, or someone that has never been on a boat or built one but I'm not sure their advice would be very well informed. Good luck with whatever you do. Any boat is better than none Cheers  

Thanks for the replies so far. I did not get the answers I was looking for. But still appreciate your feedback. I'm still open for options. Schionning and Grainger will always be my first choice but not at that price. Not that it is too expensive, it is just a little bit out of my price bracket. I do have a short list of requirements from which I determine whether the boat is suitable or not. I still like Sarah very much. Might be hard chine which might seem little dated but I like all her parameters and looks too. Bridge deck clearance could have been a little more though. Something I've been playing with in my head is to do Sarah's hull in expoxy infused panels instead of ply... I still keep all the other structural parts, stringers and all. This will give me peace of mind for the long term. What do you think of that? I'm also looking at Mike Waller's 1100, 1160 and 1200 (More specifically the 1160 and 1200). What I do not like about his designs is firstly the high turret (or maybe it should be a bit more aft), it looks a bit out of proportion, and secondly the draft. Also think they are a bit heavy for the built weight without much additional loading capacity in terms of weight (that is if I read the values correct). But overall it is not a bad boat for what I want.  

MCP said: ↑ Something I've been playing with in my head is to do Sarah's hull in expoxy infused panels instead of ply... I still keep all the other structural parts, stringers and all. This will give me peace of mind for the long term. What do you think of that? Click to expand...

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Will cost go way or marginally up? Do you have figures? I still need to investigate. Time is not a real concern. But once again, will time go way or marginally up? Do you have figures?  

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Lorentzon 11m Liveaboard Narrow-beam Catamaran: Good For Sail+sea+french Canals

Advertised on June 17, 2022

Rare Leisure version, not the ‘bare bones’ Racing version.

Belo manufacture 1980s – grp hulls with epoxy/marine ply topsides. Beam:4.76m Draft:1.2m Loaded displacement:4tonnes 40hp diesel engine.Headroom: 1.8m and slopes down forward in saloon, ~1.75m in pods.Berths 6 normally:- 2 fixed double bunks, adult single in starboard-bow, small bunk in port-bow; plus large adult double can be ‘made up’ using lowered table in saloon, so 8 berth possible.Sail Area:45sq.m both headsails and mainsail have been lightly used, Mast:13m Boom:3.6m.

Boat re-fitted 1990s and used as a Houseboat to travel the European Canals. Previous owner upgraded rig/sails and Perkins 4.series engine in the mid 2000s after trip from Sweden to the Med & back to Calais via Paris. We hoped to also travel the French Canals but work, health and Covid years have put an end to our retirement dream project.

All living areas are fully insulated with high-density insulation, 40mm under deck and 20mm on sides and floor plus central heating radiators and pressurised hot and cold mixer taps hence Abby is warm and comfortable in both winter and summer.

We have upgraded Abby quite a bit so she has ‘lots of good areas’ but there are several issues that need attention, particularly hull/prop fouling, seized gearbox fore/reverse cable and sacrificial ‘canal rubbing strip’, home is 300 miles away so now difficult. For more: abby. nwest. org. uk Will consider PX smaller-transportable. Priced to sell at a significant reduction on potential market value with current condition being reflected in price.

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Garcia Explocat 52 review: A go-anywhere aluminium catamaran

• February 23, 2021

The new go-anywhere Garcia Explocat 52 offers an enticing combination of space, pace and rugged construction. Rupert Holmes tested the new boat for Yachting World and felt it's clear she has the potential to make easy 250 mile days in the right conditions.

Product Overview

Manufacturer:, price as reviewed:.

In recent years there have been two clear trends in serious long-term cruising yachts. Firstly catamarans have become mainstream, to the extent that professional racing sailors talk of ‘buying a catamaran’ for cruising with their families – a monohull doesn’t even enter the equation.

This trend can also be seen in ARC (Atlantic Rally for Cruisers) entries, where multihulls are increasingly common. In 2020 they accounted for 28% of the total fleet and a much higher proportion of new boats and more recent designs.

The second trend is the rapidly growing popularity of rugged metal expedition yachts. Aluminium is favoured for this as it offers good strength and stiffness without a weight penalty, especially for yachts over a critical size. That’s why many top-end racing yachts were built of aluminium before composites dominated that scene.

This is a boat that’s capable of effortlessly eating miles on a long passage. Photo: Jérôme Houyvet/Garcia Yachts

It was, therefore, surely only a matter of time before someone married these two concepts to create an aluminium expedition catamaran. Cherbourg-based Garcia Yachts has been building metal boats for almost 50 years, including Jean Luc Van Den Heede ’s 36.15 MET, in which he scored a podium finish in the inaugural Vendée Globe Race in 1989.

Equally Garcia needs no introduction as a front-runner in the development of expedition yachts, thanks to the success of the Exploration 45 that was developed with ARC founder Jimmy Cornell eight years ago. What’s less well known is that the Explocat 52 is by no means Garcia’s first aluminium catamaran.

A pair of 43-footers 15 years ago were followed by the SC48, one of which consistently posted some of the fastest passage times in the 2017/18 World ARC .

As part of the Grand Large Yachting group Garcia was also able to draw on considerable expertise from Outremer and Gunboat for its latest model, while naval architecture is by Pierre Delion, who also drew the SC48.

The Explocat 52 is therefore the product of a highly knowledgeable development team and has already attracted plenty of attention, including nomination for the 2021 European Yacht of the Year awards.

The core concept for the Explocat 52 is a robust, safe long-range yacht that offers good passagemaking speeds. A high level of comfort, both at sea – even in inclement weather – and in harbour was also a key requirement, and the boat had to be capable of being handled by a couple.

Go anywhere?

While a key marketing message for Garcia’s monohulls is ‘Nowhere you can’t go’, the company accepts this won’t apply as literally to the Explocat 52, even though the boat’s impressive speed potential will enable routing around a lot of bad weather.

Explocat 52, the ultimate aluminium exploration catamaran by Garcia Yachts

The problem is, unlike being knocked down in a monohull, capsizing a multihull is always catastrophic. There are parts of the world, especially at high latitudes in the southern hemisphere, or out of season in the north, where it could be impossible to route around potentially dangerous weather. Nevertheless, the boat is intended to stretch the boundaries that are sensible for exploring the globe with a catamaran, allowing owners to sail a lot further north and south than might be prudent with existing designs.

Rugged construction is also a benefit when venturing off the beaten track in tropical waters. If anything goes wrong while exploring a poorly-charted lagoon, for instance, a fibreglass boat may be in grave danger. Many foam sandwich hulls have surprisingly thin outer skins, which can make the structure vulnerable to abrasion, whether from coral or a concrete quay.

By contrast, the thinnest plating of the Explocat 52 is 5mm, which increases through 8, 10 and 12mm thicknesses, before reaching an enormously reassuring 14mm at the bottom of the hulls. The boat has framing of up to 14mm and is structurally engineered to eliminate flexing between the hulls.

A substantial keel with a long chord length is welded to the bottom of the hulls. They are marginally deeper than the rudders, which offers some protection, as well as providing a firm base on which to dry out on a beach. At the same time the key elements that have made Garcia’s Exploration monohulls so successful are incorporated.

These include fore and aft watertight bulkheads and upstands for through-hull fittings that enable all seacocks to be above the waterline. A skeg ahead of the saildrives and rudders provides good protection, while the rudders are large enough to offer redundancy in the event of one being lost. In addition, the top aft corner of the rudders have a sacrificial zone designed to eliminate risk of the blade puncturing the hull, or becoming jammed, if it hits an obstruction with enough force to bend the stock.

What about weight? Are metal multihulls uncommon because they’re simply too heavy? As with aluminium monohulls, where the material offers better strength/weight ratios for larger boats, around 14m/46ft overall length seems to be a transition point for catamarans.

Below that composite boats will always be lighter, but above that length aluminium is lighter for equivalent rigidity than a composite structure that doesn’t use exotic materials. At 18.9 tonnes lightship displacement the Explocat is therefore in the same league as other cruising catamarans of a similar size and indeed lighter than some.

Substantial built-in attachment points for shorelines are found at the waterline of each bow for use in extreme conditions, plus attachment points aft for a drogue

Interestingly, it’s also a similar figure to that of the Exploration 52 monohull, yet the Explocat offers a large amount of extra space and 35% more sail area. Maximum payload is a useful five tonnes. But how does that translate on the water?

Rapid exploration

Our test took place from Cherbourg on a gloriously sunny late November day, with a gusty and shifty southerly breeze varying from 7-19 knots.

It’s immediately clear the Explocat 52 picks up and sails at speeds that belie its displacement, putting it in a different league to other expedition yachts of similar length, especially when reaching.

Broad reaching at 120° TWA with full main and Code 0 in 16 knots of true wind we cruised comfortably at 10 knots, reaching an unfussed maximum of 11.8 knots, with the boat still feeling rock steady.

When the breeze picked up to 19 knots, at the design limit for the Code 0, we furled it and continued with the Solent jib instead, losing only a couple of knots of boat speed. By the time we turned upwind the wind had eased significantly, which gave a good test in conditions that can challenge cruising yachts.

Article continues below…

Boreal 52 boat test – The sailor’s off-roader

If ‘off-road’ or ‘off-piste’ were categories in sailing, the Boréal 52 would be among the top contenders. From the brushed…

Garcia Exploration 52 test: The sailing equivalent of a 4×4 off-roader

If you were to take your partner or family to some of the world’s most remote waters, exploring the oceans…

In just seven knots of true wind we made 5.3 close-hauled, rising to 6.2 in 9 knots of breeze. Maximum upwind speed was 9 knots in 15 knots of true wind. However, these numbers can’t be achieved if pinching – the boat likes to be sailed fast and free, with tacking angles of at least 105°. This is hardly a surprise for a boat of this style that’s sufficiently fast to have a big impact on apparent wind angles.

Even in light airs the Explocat is surprisingly nimble in tacks, showing no hint it might miss stays, or slow enough for steering to be difficult until speed is regained on the new tack. Obviously the steering has less feel than a lightweight monohull, but there’s enough feedback for it to feel reasonably responsive and enjoyable to helm.

The shifty and gusty offshore winds were ideal for figuring out the boat’s capability across a range of wind strengths, but the mostly flat water meant we didn’t see the boat performing in a more agitated sea state.

Pete Goss – another massively experienced high-profile Garcia owner – has sailed the boat in more lively conditions. Even fully powered up he reported the lee shrouds remaining tight and there was no telltale creaking of furniture below decks, indicating no deflection of the structure despite the high loads. “It’s incredible how fast she is,” Goss says. He was also impressed by how nimbly the boat tacks.

Cockpits and steering

Much thought has gone into optimising the deck layout. The core vision is for key operations to take place in the safety and shelter of the aft cockpit. The only exceptions are preparing the main for use and hoisting/dropping spinnakers and reaching sails.

We conducted our test in south-east to south-west winds of 7-19 knots, in flat water

As standard the helm station is offset to starboard at the front of the aft cockpit. It has a two-position swinging wheel, which provides an all-round view over the top of the coachroof in its upper position. When swung inboard and lower, the helmsman gains shelter from the hard top, while being able to see forward through the bridgedeck cabin windows.

However, at the request of the owner the first boat has twin outboard helm stations. Before sailing it I’d expected to prefer this arrangement, but didn’t warm to it. Granted, you can steer from the windward side, with a good view of the jib, but the headsail luff will also be visible from the higher of the standard steering positions.

The key problem with the twin wheels is the coachroof creates a large blind spot on the other side of the boat. This has potential to create issues when manoeuvring in confined quarters such as a marina or when bailing out of an anchorage in an unexpected squall.

Mainsheet and traveller are handled right aft on the crossbeam, while the headsail, staysail and kite sheets, plus furling lines, are handled by electric Lewmar 65 winches on each side of the cockpit. Plenty of large rope bins and bags help keep lines nicely ordered.

The rig has twin headstays, with a marginally overlapping furling Solent jib on the main forestay, plus a self-tacking furling staysail. This runs on a neat Dyneema strop, instead of a more conventional but unnecessarily expensive and heavy track.

Combined with furling spinnakers and reaching sails it’s an excellent configuration that takes the hassle out of changing gear to suit widely different conditions.

The square-top mainsail has a Dyneema strop that pulls the ‘gaff’ forward to the mast track without any need for complex hooks, making it as easy to use as pin-head sails. A fuse attaching one of the mainsheet blocks to the boom is intended as a capsize prevention device if the boat is over pressed.

When the fuse blows the strop joining the block to the boom extends by two metres, immediately depowering the sail. The idea of the forward cockpit is to provide a protected position for a lookout when sailing in ice and for anchor handling. It also doubles as a well ventilated area for relaxation when at anchor in warmer climes.

It’s generally easy to move around on deck and there are decent steps at a gentle gradient between the various different levels. I also liked the cork deck – it looks surprisingly good, has great grip and is a more environmentally friendly option than teak.

There’s plenty of stowage, both in small lockers in the cockpit benches and in cavernous sail lockers at the front of each hull.

Davits are rated to take a 500kg RIB, allowing a substantial, powerful tender to be carried.

Temperature control

Alongside the rugged exterior is supremely comfortable and well thought out accommodation.

This, of course, isn’t a boat where it would be appropriate for the distinction between interior and exterior living spaces to be all but eliminated, as it is for many recent designs intended solely for hot climates. Nevertheless, the standard specification has a drop-down window each side of the door between the saloon and aft cockpit. This will help to open the saloon to the aft cockpit and improve ventilation in warm weather.

The saloon is comfortable, bright and airy, yet also has practical sea-going elements

For colder parts of the world an air extraction system vents moist and stale interior air without needing to open hatches.

The main forward saloon windows are also equipped with demisters. In the same vein, dedicated lockers for foul weather gear and boots have mechanical ventilation and heating. These features make sailing in cold and damp regions far more civilised, yet are addressed by disappointingly few manufacturers.

The aluminium shell is lined with up to 76mm of high density foam, which provides excellent thermal and acoustic insulation. As a result the boat is impressively quiet inside when under way – in the saloon you can barely hear the engines, even at cruising speed, and the high bridgedeck – it’s 85cm above the water – means we experienced no slapping of waves.

Insulation of this standard is expensive to install and doesn’t show up on photographs. Yet yachts create a cacophony of noise in heavy weather. Effective sound proofing is therefore a critical element in creating a comfortable environment, while the thermal insulation will be a benefit whether in the tropics or the Arctic.

As you’d expect, the saloon is very bright and airy, with a good almost all-round view.

The navstation forward on the port side, next to the watertight door to the forward cockpit

The biggest drawback in this respect is at the navstation, forward on the port side, as the mast support and starboard forward mullion obscure some of the view.

Also to port is a big galley that offers plenty of secure worktop space, with low fiddles, and masses of stowage. The test boat had additional fridge and freezer space in the starboard hull. Garcia says more than half its customers choose electric cooking and this boat has a microwave, electric oven and induction hob.

The company has its roots in custom boatbuilding and offers several choices for fitting out the hulls, with options for 6-10 berth arrangements, including a classic owner’s layout. The aft cabins have natural light through two hull windows, a wide aft window to the cockpit, plus opening ports aft and overhead.

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Garcia’s longstanding knowledge of creating rugged go-anywhere yachts has enabled the yard to produce one with a very enticing combination of space, pace and rugged construction. It also benefits from a high standard of finish, attention to detail and many neat touches. It’s clear the boat has the potential to make easy 250 mile days in the right conditions. At the same time it has sufficient tankage and stowage for supplies, spares and tools to give a high level of autonomy for extended periods. The owner of the first boat intends voyaging to Svalbard and, with another seven boats on order, it’s unlikely to be long before we see Explocats in many more far-flung and interesting parts of the globe.

• Our Vessels

New Spec Boat – 12m to 15m Power Catamaran

SeaCat Ships is proud to announce the commencement of our new 12-15metre Power Catamaran Spec Boat. The vessel is based on the Calypso X1 design, which has proven to be a great Coastal Dive Boat. This high-speed aluminium catamaran has showed excellent performance, time after time.

The original 13metre Power Cat was powered by twin mercury 350 H.P.  four stroke outboard engines, giving a top speed of over 27 knots and a fully loaded speed of 25 knots with 28 divers. The aft’ deck has a fold down platform which can be used for both beach landing and as a snorkelling/dive platform at sea. The dive platform is attached to a fixed platform which extends out past the outboards, which is complemented by three freshwater shower units.

Beside the platform is an aft’ full sized toilet compartment, which is a nice change from the cramped set ups you usually see in similar vessels this size. The foredeck is passenger friendly, with access through a water tight door.

This spec’ boat can accommodate quad 250 H.P. Outboards for a top speed of 36 Knots. The design can also accommodate inboard diesel engines and has been stretched out to 15.6 metres with twin Volvo 330 IPS drives. The results have been impressive, with no reduction in speed and excellent manoeuvrability.

This vessel offers speed, comfort, fuel economy and operational options such as day cruise, dive boat, evening cruise, party boat, ferry, etc. The complete design and kit file has been supplied and the build time is a very short 12 weeks. For more information contact Paul at ozemail.com.au.

Please see below the three different versions of the vessel available for construction!

22metre High Speed Ferry Under Construction

09 June, 2021

We are excited to announce the awarding of our new 22m high speed ferry design and construction project, currently under construction at our SeaCat Ships located at Ocean Marina Yacht Club Pattaya, Thailand.

22m Long-Range Cruiser Under Construction at SeaCat Ships

27 May, 2021

The Sea Speed Team have been busy at work on

8.5m Landing Craft FOR SALE

20 April, 2020

The sixth version of the 8.5metre high-speed aluminum landing craft

New 8.8m Landing Craft Spec Boat

16 September, 2019

Given the success of 'Bargeass,' our versatile 8.5metre, high speed

Did You Know That We Offer Contract to Closing Services? Click Here to Find Out More.

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Brand: Catalac 12M

The 12M Catalac 41 is a limited production cruising catamaran designed for live aboard cruisers and perfect for passage making. These boats offer a seven berth layout in spacious style with furnishing and trimmings to match. Designed for living in style Full standing 6′ 5″ headroom in both hulls and wheelhouse, and of course plenty of room when you sit down to your meal in the main saloon making entertaining on the Catalac an absolute pleasure. The galley is located in the port hull and offers hot and cold pressurized water, a refrigerator, a four burner hob, oven and stainless steel sink with integral draining board. The central saloon area with its octagonal table has permanent seating for five in luxury on 6 inch thick cushions, with more than ample elbow room. Everywhere you’ll discover masses of locker space.

These boats have the reputation of being a very well built, seaworthy boat and have been called the best live aboard cruising catamaran ever made. The interior steering position is just aft of the saloon. Full instrumentation and dual controls for the twin diesels, plus all the desirable navigational aids are standard. Space is also available for a radar display. The helmsman’s built-in seat provides a high degree of comfort for any watches spent at the wheel, in the company of those relaxing in the saloon.

These boats have another great feature common to all Catalacs which are the cabin windows. They actually open. The first position is 1/2 open which allows airflow in rain storms without allowing water in the boat. The 2nd position is completely removed, and window screens can be fitted into the window openings. This is a perfect example of the thought that went into the cabin design. Airflow remains constant leaving the cabin comfortable in tropical climates. All windows in a Catalac are tempered glass and look as good today as the day they were installed 25 years ago. Yes, this is a rare and rather expensive feature when compared to the plastic windows in most cruising catamarans, yet it’s entirely worth it as it’s another reason why these boats seem to age gracefully.

There are no catamarans currently for sale by owner of this brand.

Please see our catamarans for sale by owner page for a full listing of other currently available models.