sailboat kraken

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

Yachting World

• Digital Edition

Kraken 66 test: Could this be the ultimate ocean cruising yacht?

• Toby Hodges
• September 5, 2019

What would you want in an ultimate ocean cruising yacht? Here’s Kraken’s answer

Product Overview

Manufacturer:, price as reviewed:.

“If you don’t like the weather in Cape Town, wait ten minutes,” is an adage the local skipper of the first Kraken 66 told us as we set sail. Thankfully, we had a good couple of days to test White Dragon , sailing around the stunning Cape Peninsula – but he was right about the ‘variable’ conditions. It would change from intense heat without a breath of wind one minute to an unsettling dense mist and cold Force 5 the next.

We’d chosen the ideal location to do a proper boat test on a bluewater cruiser built by a new brand with the specific requirement to be able to sail anywhere safely and comfortably. Still, as the first day passed, the conditions felt a little benign compared with the legendary Cape Doctor reputation.

As we awoke off Simon’s Town on the second morning, however, the wind was already whistling off the mountains. By the time we’d breakfasted, readied the boat and shipped the anchor, 45-knot gusts were already ripping the tops off any swell trying to make its way into False Bay. I smiled: we were going to get the very conditions we had come all this way for, to test the boat in the winds she was bred to handle.

Relatively low topsides maintain elegant hull lines. To gain interior volume a high coachroof and a camber to the foredeck is used

Thankfully, this first Kraken had already done more than enough to instil confidence in its abilities. Kraken yachts have integral keels, full-length, skeg-hung rudders and capacious tanks for long-term cruising. It may take belt and braces to a new level, but, as I was to discover, there is a host of good ideas and a lifetime of experience poured into this yacht that many can learn from.

Whether or not they suit your type of sailing is another matter – but I found myself swept along by the profusion of practical features, the majority born out of hard-earned sailing miles by Kraken’s founder Dick Beaumont.

What is Kraken?

Kraken is a Hong Kong-based brand, run by British sailors building yachts in China designed by New Zealander Kevin Dibley. Construction is subcontracted to a yard in Xiamen, which already builds boats for a number of brands including Passport Yachts.

Kraken founder Dick Beaumont at White Dragon ’s wheel chatting to YW’s Toby Hodges

We tested its first boat and model, a Kraken 66 built for Beaumont, who clocked over 100,000 miles aboard his previous 58ft Tayana . “I made a book entitled ‘If I ever have another boat, do this’,” he explained. “That book became three books and, when grandchildren came along, I had the chance and desire to apply those lessons.”

When we joined him in Cape Town Beaumont had already sailed White Dragon 12,000 miles from China en route to exhibit the boat in Europe.

Local greeting

“Here is a boat that fills you with confidence”

Motoring out of a breathless and sweltering V&A Marina in central Cape Town, we immediately met the changeable conditions we were warned about.

Heading south along the western side of the cape, we were hit by a 15-knot onshore breeze, which was so much colder and so sudden that we wondered if the dozens of paragliders flying down from Table Mountain would land safely before it hit land.

Yet as soon as our sails were hoisted and trimmed, the breeze would die away or switch to an opposite direction. It was the start of a long day of frustrating conditions involving motoring and sailing spells, but the tour around the coastline of one of the world’s great Capes proved a good chance to learn more about the design and features of the Kraken 66.

It’s a fairly traditional centre-cockpit design inside and out, which eschews modern design trends in preference for a raked bow and relatively narrow transom.

The bow is shaped to prevent it from burying in seas and reduce slamming. Combined with the yacht’s loaded displacement, it certainly gave a smooth and steady motion when we ploughed through sharp waves upwind in a gale. The tucked-in stern sections, meanwhile, are to prevent the boat planing in waves.

Keels are a big topic for Kraken yachts. “The answer to the question ‘what do I do to stop my keel bolts coming off?’ is ‘don’t have any bolts’,” says Beaumont. Kraken firmly believes that having a rigid structure bolted into a flexible hull is a structural flaw.

The Kraken 66 has a total sail area of 214.7m2

The ‘Zero keel’ is its solution, a bulb- shaped keel that is integral to the hull – bonded securely with the hull and keel laminates, with no bolts needed (zero bolts mean zero chance of separation).

Integrating the keel into the hull mould is an innovative, though expensive, technique. Lead ballast casting is inserted into the lower section of the keel and enclosed within the single-piece hull moulding before the frames and stiffeners are installed.

White Dragon has an integral keel, but still uses bolts. The decision to use only Zero keels for all future Krakens means the company is building a new mould for subsequent 66s.

Following a two-mile excursion off the Cape to watch the Atlantic rollers explode onto the frighteningly exposed Bellows Rock, we unfurled sails again to round the point and venture up the eastern side of the peninsula.

White Dragon has an upgraded sail and rig package, with carbon Southern Spars mast and in-boom furling system. We made between 6.5 and 7 knots reaching in what I guestimate to be around 10–12 knots across the deck (the instruments were faulty and did not show true wind).

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Power of hydraulics

It should have been just enough of a breeze and an ideal angle to get a feel for the boat, but the Kraken’s hydraulic steering denies sailors the feedback that they rely on and relish. It’s a peculiar choice for this size of yacht, though cable steering does actually come as standard.

Hydraulic power is used wherever practical aboard White Dragon for reliability and to limit any reliance on electric motors. Hydraulic winches and furlers also make it easier for one person to control sail operations remotely from the helm.

The raised single helm station provides good visibility, but it is very central, so it can be tricky to view telltales. The helmsman can reach out from here to trim the three winches for sheets and traveller, however.

When the wind died again, we motored on at 2,200rpm making 7.8 knots. In a 24-hour period using genset and engine, the Kraken 66 consumes about 13lt per hour at this speed, reported Beaumont, down to 10lt per hour at 2,000rpm.

A deck locker for diesel fillers with raised caps to help prevent spillage

With nearly two tonnes of fuel tank capacity, that equates to a significant motoring range. “In remote places where you may not be able to get good fuel, it makes a big difference if you can run for two or three weeks,” he told me.

Brunton’s variable-pitch propellers and Sigmadrive flexible couplings are used for optimum fuel consumption and vibration reduction, together with the latest common rail Yanmar diesels for efficiency and reliability.

Every Kraken also has two main tanks that transfer to a day tank. This running tank cannot be filled directly from the dock – fuel has to go through the Racor fuel polishing system first to prevent dirty fuel getting through to the engine.

“Seventy-five per cent of the failures on my previous boat were fuel related,” Beaumont reports (the rest were to do with electric motors). “So we have ensured you’ll never have impure fuel – that’s what turns beautiful places into misery.”

Gale force sailing

Not many people go sailing in a full gale – not on purpose anyhow. On the morning of our second day aboard, we headed out into a Force 8 rising to a Force 9 to test the Kraken’s mettle and behaviour.

We unfurled the main, leaving plenty in the boom, equivalent to around two and a half reefs, and half the genoa. The apparent wind rose from a steady 35 up to 55 knots during our sail. The boat coped admirably, in its element even, as we fetched at 60-80° to the apparent wind averaging 8.5-9 knots. Even with this conservative sail area it was enough to induce a fair amount of load on the hydraulic steering and 7-10° of rudder angle.

Running rigging (and jib sheets) lead neatly to a bank of high-load jammers aside the cockpit

It didn’t feel quite in tune. I was keen to swap to the staysail, to use a fuller foresail with better shape and potential drive – and indeed, when we switched, White Dragon instantly felt happier. We still left three to four rolls on the staysail furler, but were then able to punch higher upwind at around 50°A in a consistent 45-53 knots, without losing any speed.

The Kraken tracked well, with a stable motion. Although the steering connection still felt alien, the load on the wheel helped relay the forces exerted on the boat to the helm. In all, it was a competent and distinctly reassuring display. Here is a boat that fills you with the confidence to consider sailing in such conditions.

Heavy-duty winches and Spinlock high-load jammers hint at the displacement and loads of this design – in the loaded condition we experienced, White Dragon weighed around 45 tonnes.

The traveller is well positioned within reach of the helmsman, but the raised cheek blocks on each quarter look awkward, combined with a genoa track that is too long. On future models the track will be on the capping rail, which should then improve the genoa lead and block placements.

The comfortable U-shaped saloon and proper pilot station

The cockpit is generous in size with a long table, but has angular benches with low backrests, which aren’t particularly comfortable and would benefit from the addition of quality cushions. Again the emphasis on safety stands out. Huge drains will reportedly empty a flooded cockpit in four seconds.

The liferaft locker is directly abaft the companionway, a position that Beaumont believes makes most sense if mustering in an emergency. And rather than using one hefty 12-person raft, two six-person rafts are stowed in here, to provide a spare and because their smaller size makes them easier to manhandle.

Extra water and fishing gear is stashed beneath the rafts and there is a grab bag locker under the companionway steps. The locker itself can also be removed in case there is ever a need to hoist out the engine.

Heated wet gear locker has a chair adjacent to make it easier to get into and out of your foulies

Practicalities below

Step below and you gain an immediate feel of solidity, which only increases with time spent aboard. Once more, intelligent features abound that are born out of experience.

To port there is a chair for perching on to remove foul weather gear, beside a heated wet weather locker. It’s a format that encourages you to do things in an orderly and seamanlike fashion – to keep your foulies and lifejacket together, away from the cabins, and to dry them ready for your next watch.

Moving forward, a swivelling pilot chair at the forward-facing navstation gives clear visibility over the foredeck and views of the rig through a hatch situated above. The remote engine throttle and autopilot control mounted here make this a viable position to stand watch in inclement weather.

The U-shaped deck saloon has a table that lowers at the push of a button, either right down to form a huge bed or children’s den, or partially to act as bracing to a pilot berth.

The real appeal of the Kraken 66’s layout for me, though, is in what lies beneath the saloon. The amount of tankage and machinery space is simply astonishing. A door abaft the saloon leads into a corridor of engineering, larger and more comprehensive than aboard any yacht I’ve seen below 90ft, with walkthrough access to two gensets, a dive compressor, DC hydraulic plant, aircon, and a hydraulic watermaker that produces 240lt per hour.

A bank of heavy-duty Racor fuel filters is mounted on the aft bulkhead and below the sole are the three main sea-chests (two for the main engine in case one gets fouled). Every pipe is clearly labelled. An ultra high-volume pump is mounted 3in higher than the bilge pumps, which only activates – together with a siren – in serious flooding.

There is also access under the central saloon sole forward to a compartment that houses a captive winch for the main halyard. There’s an emergency stop button for the hydraulics here, and on the cockpit pedestal.

The passageway galley is ideally laid out for use at sea

A huge battery bank of 1,040Ah at 24V meant we could cook silently all evening at a power drain of just four per cent. Up to 9kW can be drawn from the inverters alone – enough to run aircon in the tropics. And White Dragon has serious power backups in two generators and a power take off on the main engine.

The woodwork is satin-finished golden teak, but white oak or cherry are offered as options. The teak has solid frames with no square edges and the floor is solid planking. Beaumont explained that Kraken can provide this quality craftsmanship at a comparatively low price because of the labour rates in China.

Personally, I did find the interior styling somewhat plain and unremarkable. White Dragon has already sailed 12,000 miles and, in some areas, it showed.

The varnish was showing signs of wearing through in places, including in the heads and around hatches, while some interior metalwork showed signs of corrosion. There is room for improvement with finish quality and the insulation could also be better, both for the engine compartment and for the cabins.

Practical galley

The passageway galley is ideally laid out to work at sea, with excellent headroom and capacious, practical stowage. All worksurfaces are fiddled and there are deep drawers for appliances, ventilated areas for vegetables, plus deep double sinks and a scraps bin inboard.

A Quooker hot water tap (think boiling water in an instant with no wasted energy) is useful for a quick brew and makes sense in combination with White Dragon ’s induction stove. The use of an induction cooker avoids the need to ship gas, is easier to clean and safer.

“We move heaven and earth to talk people out of using gas,” says Beaumont. He thinks it pointless and impractical to try to refill gas bottles or find the correct regulator sizes in foreign countries if you have a generator aboard. A front-opening freezer allows cool air to circulate properly. The fridges can also be set at different temperatures on each shelf, with a stainless steel rack at the back to prevent freezer burn.

The aft cabin island berth is square so you can sleep fore and aft or athwartships

The fittingly large master cabin has generous stowage in large wardrobes and below the berth, and the layout can be tailored to suit. The vast island berth is square so, with the use of the fitted leeboards, it allows you to sleep either fore-and-aft or athwartships.

The downside of the layout is a comparatively compact heads compartment, particularly the shower. Recognising this, Kraken is increasing the beam on the new mould to gain around 8in more room here.

The twin bunk cabin furthest forward has an ensuite heads

Forward cabins

The layout forward of the saloon comprises two bunk cabins and a compact double, a format that will suit having plenty of friends or family aboard. Kraken wanted to avoid having a V-berth cabin, to keep the cabins further aft where there is greater beam and a better motion at sea. The heads/shower in the bows services the forward cabin, while the double cabin and port bunk cabin share a heads.

The cabins are plain in style, but have good headroom and stowage space in lit and ventilated lockers. The berths all have lee cloths, reading lights and useful USB sockets.

For those who want a new boat for remote bluewater cruising, a Kraken is appealling. There are few new boats I’d place enough faith in to want to sail in a gale. The question is what sort of weather do you expect to encounter? There will be those who think the overall design looks dated, perhaps because many of a Kraken’s features, including an integral keel and overhanging hull lines, are traditional in concept. Yet they’re employed for the very reason that they are tried and tested. At the very least, knowing that your keel cannot be separated from the hull is incredibly reassuring. Like some Asian and American boats the Kraken arguably lacks the modern touch of European design, particularly down below. Through design, build and company philosophy, however, here is a yacht that places seaworthiness well above wow-factor. Every element has been conceived with sturdiness and safety in mind. Kraken offers a lot of boat for the money. European-built ocean cruisers typically cost around a third more (the starting price is around €1m less than for a 67ft Oyster or Contest). The Kraken delivers on its robust promise and I’ve little doubt the experience behind this new company will help it appeal to serious cruising sailors.

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• By Cruising World Staff
• Updated: August 28, 2017

Purpose-built to be a true bluewater cruiser, the Kraken 50 has many features that offshore sailors will appreciate, including twin headsails, a deep, protected center cockpit and a raised nav station that offers good visibility on watch. Underneath, you’ll find a full skeg and a lead keel encapsulated in a long bulb.

Find out more at www.krakenyachts.com.

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Is the Kraken 50 the Safest Blue Water Boat In the World?

Sailing has never been touted as safe . The risks from inclement weather, ocean animals, and underwater hazards are high. One yacht builder claims to have created the safest boat in the world. Is the Kraken50 unsinkable?

The design that sets Kraken yachts apart

Kraken founder Dick Beaumont’s own retirement inspired him to create the zero keel yacht. He struggled to find a craft suitable for open-ocean sailing with his friends and family . Safety was the boatmaker’s top concern. The market, as he saw it, was saturated in bolt-on keels and unprotected blade rudders. The Kraken50 is designed to outperform these typical designs.

The prominent difference between Kraken yachts and any other boat in the world is their zero keel design. The keel utilizes zero bolts, and there is zero chance of it falling off of the hull. Some argue that Kraken is simply making an integrated keel, a design that has been around for ages.

Zero keel differs from an integrated keel in that it offers the safety of one-piece construction with the benefit of a bulb ballast. Typical integral keels house their ballast higher, in the “belly” of the boat. The Kraken zero keel utilizes an extended bulb shape to put the ballast further away and provide more stability.

Bolt-on and integrated keels can’t compete

72 yachts have lost their keels Since 1984, according to the International Institute of Marine Surveying. This is the most catastrophic type of deepwater accident as help can not arrive in time. After a yacht has lost its keel, it has only seconds before the entire craft inverts in the water. Accidents like this have claimed the lives of at least 28 sailors in the last 35 years.

A boat’s keel contains a ballast weight which helps keep the ship upright. Integrated keel designs combine the keel and hull of the ship into one piece. This means the keel can not fall off, and the ballast will always remain attached to the ship. This is what gives integrated keels a reputation for safety.

Bolt-on keels are very common. There is nothing inherently unsafe about the design of these boats. When used for casual sailing, there’s little risk of keel loss while far from help. Proper maintenance and careful attention to the health of keel bolts can also increase the safety of a bolt-on keel.

There’s a fair reason more boats aren’t made like the Kraken50

If the Kraken zero hull design is the safest in the world, why don’t more boat makers follow suit? The answer is simple. The zero keel design perfected by Kraken is too costly and time-consuming for production boats. Traditional bolt-on keels aren’t as safe. Integrated hulls are an improvement but fall short of what the zero keel delivers.

All three keel styles have merit and purpose. Many yacht owners leave their boats at marinas. They serve as moored recreation spaces. Even casual sailing close to shore is low enough risk for any keel. More adventurous sailers should consider an integrated keel. Long-distance trips increase the risk.

The Kraken50 is unattainable by the average sailor. This bespoke luxury boat may be the safest on the water, but it’s overkill for most uses. Only sailors intending to undertake deepwater cruises frequently need the utmost level of safety. When traveling long distances with a crew and family, safety is priceless. Kraken can take the extra time and expense necessary for these purpose-built vessels.

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Using her technical and driving experience, layered with her tenured career in digital journalism, Danyell writes for our industry with a comprehensively tuned voice. She has created content for HotCars, The Richest, Moms.com, and other associated sites, all while traveling the country in a converted school bus.

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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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Editor’s Choice: 18 Bluewater Sailboats We Love

Advantages of bluewater sailboats, factors to consider when buying a blue water sailboat, allures 51.9, contest 55cs, discovery revelation 480, grand soleil 42 lc, hallberg-rassy 48mk ii, island packet 349, j/boats j/45, najad 395 cc, outbound 56.

Looking to sail the open seas? Bluewater sailboats are your answer. With their sturdy construction and ability to handle rough conditions, these boats are designed for serious offshore sailing adventures. In this comprehensive guide, we will delve into the world of blue water sailboats and provide you with everything you need to know. From their unique features to their advantages and considerations, we will explore it all.

Bluewater sailboats are known for their strength and durability. Built to withstand the challenging conditions of ocean crossings, these boats offer stability and safety on long voyages. Whether you’re planning a solo trip or setting off with a crew, a blue water sailboat is an excellent option to explore the depths.

We will discuss the key characteristics that make blue water sailboats stand out, such as their hull design, rigging, and navigation systems. Additionally, we’ll explore the various types and sizes available to help you find the perfect fit for your sailing aspirations.

So, if you’ve ever dreamed of embarking on a thrilling ocean adventure, join us as we navigate the world of bluewater sailboats and uncover everything you need to know.

Bluewater sailboats are designed to withstand the demanding conditions encountered during long ocean voyages. They possess several key characteristics that set them apart from other types of sailboats. 

1. Sturdy Construction

Bluewater sailboats are built with robust materials and construction techniques to ensure their strength and durability. They feature reinforced hulls made of fiberglass, aluminum, or steel, which can withstand the impact of large waves and adverse weather conditions. These boats are designed to handle the constant stresses of offshore sailing without compromising their structural integrity.

2. Seaworthiness

One of the defining characteristics of bluewater sailboats is their seaworthiness. They are designed to handle rough seas and strong winds, providing a stable and comfortable ride even in challenging conditions. The shape of their hulls, with a deep V or modified full-keel design, allows them to cut through waves and maintain stability, minimizing the rolling motion commonly experienced on other types of sailboats.

3. Self-Sustainability

Bluewater sailboats are equipped with systems that enable self-sustainability during long voyages. They typically have large water and fuel tanks, allowing sailors to carry ample supplies for extended periods at sea. In addition, these boats often come equipped with renewable energy sources such as solar panels or wind turbines, reducing the reliance on external power sources.

Bluewater sailboats offer numerous advantages for sailors looking to embark on offshore adventures. Here are some of the key benefits of choosing a blue water sailboat for your next sailing journey.

1. Safety and Stability

When sailing across vast oceans, safety is paramount. Bluewater sailboats provide a high level of safety and stability, thanks to their sturdy construction and seaworthiness. These boats are designed to handle adverse weather conditions and rough seas, ensuring the safety of the crew and the vessel. The robust hulls and well-balanced designs make them less prone to capsizing or taking on water, providing peace of mind during long voyages.

2. Long-Distance Capability

Bluewater sailboats are specifically designed for long-distance sailing. They have the capacity to carry ample supplies, including food, water, and fuel, allowing sailors to embark on extended journeys without the need for frequent resupply stops. With their self-sustainability features and efficient hull designs, these boats can cover long distances efficiently and comfortably.

3. Comfort and Liveability

Living aboard a bluewater sailboat for an extended period requires comfort and practicality. These boats are designed with spacious interiors, allowing for comfortable living quarters during long voyages. They often feature multiple cabins, a well-equipped galley, and ample storage space for provisions and personal belongings. The layout and design of blue water sailboats prioritize functionality and convenience, ensuring a comfortable living experience even in the middle of the ocean.

And now… it’s time to discover together our selection of 18 Bluewater sailboats we love!

The Allures 51.9 innovates with its full-beam aft owner’s cabin. This model disrupts the codes of the yard also outside with its cockpit of 6 meters long with sunbath and swim platform for comfort; the navigation space can be protected by a hardtop to navigate in any security. The boat has a length of 51.9 feet (15.8 meters) and a beam (width) of 15.4 feet (4.7 meters). It is equipped with a fixed keel and a composite hull, which provides good stability and seaworthiness. The Allures 51.9 is available in a variety of configurations, including a three-cabin layout with a spacious owner’s cabin and two guest cabins, or a two-cabin layout with a larger owner’s cabin and a smaller guest cabin. It is also equipped with a well-equipped galley, a large saloon, and a navigation station.  Allures official website .

In a dynamic evolution and complementary to their range,  Amel  launched a larger model, with a higher specification and built with attention to details. Riding on the success of the  Amel 50 , the Amel 60 is an enhanced version of the new Amel design . The brand’s fundamental characteristics are well represented in this large yacht, with an additional 10 feet increasing her volume as well as her interior and exterior living spaces, while still ensuring ease of use for a small crew. 

Signed Berret-Racoupeau, the generous volumes of this large yacht have been designed to allow owners and their guests to fully enjoy life on board, while preserving everyone’s privacy: a large living space in the saloon, an ultra-equipped high-end galley three cabins each with a bathroom, an even larger protected cockpit, opening onto sunbathing areas ideal for relaxation.

The  Dutch specialist  in semi-custom constructions Contest Yachts presented the brand new 17-metre Contest 55CS at Boot Dusseldorf 2020. Don’t call it “simply” a  bluewater  yacht. The stunning lines both above and below water from star designers Judel/Vrolijk shall ensure a real sporty character. A newly conceived interior styling now features an even bigger flowing corner radius to the exquisitely finished timber work. There are also now more optional hull windows in up to four stations along the yacht’s length.

Discovery Yachts  presented the new Revelation 480 at  Boot Dusseldorf 2020 . This is the first model of the new Revelation line and differs from the Southerly line for the fixed keel and the lowered saloon. Yes, the Revelation 480 is a lowered saloon boat based on the well-known Southerly 480. The Revelation 480 combines bluewater capability with a low, sleek coachroof that contributes to an interesting aesthetic. Down below, the single level interior is extremely light and exquisitely furnished.

The Grand Soleil 42 LC is  Cantiere del Pardo ’s latest entry model of the bluewater line. Comfort and sailing autonomy are the main features of this 12-meter, designed by Marco Lostuzzi together with Nauta Design and Cantiere del Pardo’s Technical Office.

The 42 LC is available in two versions; standard or sport. The former is equipped with aft benches, and a carbon arch over the cockpit, designed to keep this area free of the mainsheet traveller. The GS 42 LC’s hull guarantees great stability thanks to greater hull volume. The well-proportioned sail plan optimizes the high-performance sailing standards. As with the rest of the Long Cruise range, the Grand Soleil 42 LC is designed to provide greater and more luxurious comfort on board.

The interior layout is available with either two or three cabins, to meet the client’s needs. Both versions include two heads with a shower. In the saloon, a three-seater sofa is found on the starboard side, while the central seat can be transformed into a chart table.

The Hallberg-Rassy 48 MK II is a true bluewater cruiser that offers more natural light, more comfort and more elegance than ever before. With three double cabins and a vast saloon, she offers great space for modern comfort aids. Known far and wide for sturdy construction, superb craftsmanship and signature seaworthiness, Hallberg-Rassy boats are globally respected for their elegant lines and spirited performance.

Hylas Yachts has collaborated with German Frers for over 40 years and built a reputation for yachts that combine ocean sailing capability, classic lines and exquisitely finished interiors.  Now the company is staking out new territory with the H60. Still ocean capable, still with an exquisite interior but also embracing some of the contemporary demands of today’s cruising sailors. 

Longtime Hylas fans will not be disappointed by her performance. Built using the most advanced construction technologies, the H60 has been designed to excel in all conditions with excellent seakeeping ability. A plumb bow and broad transom make the most of her waterline length underway, providing speed with optimal comfort.

The builder partnered with Milan-based firm  Hot Lab , known for their elegant designs in the superyacht world, to offer interiors that immediately set the new Hylas on a new level.

The project of the ICE 70 by  ICE Yachts  has been realized using the most advanced modeling and analysis software available today. “ Thanks to the new virtual reality ‘tools’ ,” explains  Felci Yacht Design , “ we have been able to make the owner and the shipyard participant of many geometric and stylistic choices. It is a yacht with high technological potential, starting from the design of the hull and the appendices “. With this sporty bluewater sailboat, the Italian yard wanted to create a technologically avant-garde boat with large, comfortable indoor and outdoor spaces, which is easy to sail and entirely safe at sea. Like all ICE Yachts models, the ICE 70 is a semi-custom product with which the owner has many possibilities for customization and equipment. ICE Yachts official website

With this model, iconic Island Packet has returned to the Solent-style rig as standard, featuring a mainsail with a working jib and an optional lightweight 170% reacher or asymmetrical that mounts on the integral bow platform and furled with Harken systems. The working jib is fitted with a Hoyt Boom that is self-tending and improves performance with its close sheeting and self-vanging feature, while the large optional reacher or asymmetrical boost performance in light air or when off the wind.

The fully battened mainsail is equipped with a low friction Battcar system and drops easily into a stack pack with an integral cover and lazy jack system.  This rigging offers ease of use and versatility in the varied wind or sea conditions and increased speed and maneuverability.

The J/Boats J/45, is a true  bluewater sailing yacht, designed and built for the sea by life-long sailors. The  J/Boats  and  J/Composites teams have collaborated to create a special design for discerning sailors seeking an exceptional sailing experience. The J/45 can be sailed solo, cruised by 2-3 couples or large family, and pleasure sailed or raced with room for the whole crew. This is an investment-grade sailboat that won’t require a professional crew to sail, handle or maintain. J/Boats official website

The Kraken 50 is designed to be the short-handed bluewater cruising yacht. Due to her steady motion and stability, her crew will be equally comfortable at sea or in the anchorage, and special consideration has been given in the K50 layouts above and below deck to allow for short-handed ocean passage making. The Kraken 50 features the renowned integral  Zero Keel  and fully skegged rudder.

N395 CC (centre cockpit) is part of the all-new Najad 395 range, designed in a joint venture by Najad, Farr Yacht Design, and Ken Freivokh Design – superyacht stylist, architects, and interior designers. The N395 CC is characterized by a well-protected large cockpit located close to the center of gravity. It has a well-designed interior and a very comprehensive options list that includes all equipment necessary to tailor the yacht to any individual needs. This model is available in two or three cabin layouts with one or two large heads.

Welcome aboard the newest addition to Outbound’s impressive line of offshore passage makers. The new Outbound 56, built from German Frers timeless and proven design continues to fulfill our single mission of building great offshore yachts.  Fast, accommodating and gorgeous, the 56 will take you anywhere your heart desires in style and comfort.

The entry level yacht for the ‘G6’ range of seven models up to the Flagship Oyster 118.  Using the latest generation of Oyster hull shapes, developed with Humphreys Yacht Design, the Oyster 565 is designed for family sailing without professional crew.

A generous sail locker and lazarette, headroom and bunk lengths to match the larger Oyster Superyachts, the 565 can be configured with many different cabin layouts – and for the first time in Oyster Yachts – can have the master cabin forward and a dinghy garage in the transom.

The Brittany based yard is well known not only among ocean sailors but also to those who love short-handed sailing and are looking for seaworthy and easily driven bluewater sailboats, both safe and comfortable. This last aspect is where Fora Marine has made great progress in the last few years, shedding some of the spartan image that characterized their products for many years.

What has not changed, and what is still the RM range’s defining characteristic, is the twin-chined hull, made of Okumé plywood impregnated with epoxy resin (the deck is in fiberglass sandwich). Below the hull, the yard offers two options, a single deep keel or double shoal draft keels. The RM are designed by Marc Lombard, probably one of the architects most able to transform the fashionable chine into an important element in cruising design. A chined hull, when properly drawn, gives both better hull shape and interior volumes. ( Read our test )

The Rustler 42 is a classic looking yacht which combines style that is traditional yet modern. Her cruising layout results in a live aboard yacht that has stability and elegance with the same unique sea-kindly characteristics as the Rustler 36. Below the waterline, she looks conservative with a deep canoe body, long fin keel and a big skeg hung rudder.

Below the decks, this yacht has a spacious open plan saloon. The large, finished saloon table can comfortably seat eight. The aft cabin has standing headroom, a full-width double berth and plenty of storage within lockers and a vanity unit with seat. The aft head incorporates a shower unit and a ‘wet lilies’ locker. At the forepeak the grand master cabin has a 6 ft 6 in double V berth.

Signed by  German Frers , the Swan 58 needs to combine the spaces of bluewater sailboats with a fast cruiser performances. Key details include a deck featuring soft and rounded shapes, a new cockpit design, a redefined coach-roof style and large swimming platform. The concept is easy: to give the maximum comfort and liveability at rest, together with maximum efficiency for short handed sailing, without losing the capability to race with a full crew. 

The interiors of the new Swan 58 , which is fitted with European oak, have been conceived as a combination between luxury and comfortable living spaces, storage and volumes for systems and safety features; we find here a large saloon, a galley with a 360 degree layout and three heads. Various interior styling layouts are available varying woods and materials. 

Designed by Tartan naval architect Tim Jackett, the 395 comes out of the Tartan factory in Fairport Harbor and is the perfect example of bluewater sailboats. Her hull shape is an evolution of tried and true concepts proven to deliver great stability and high interior volume while maintaining comforting manners throughout a wide range of sailing conditions. On deck Tartan 395 sports hallmark Tartan design elements such as a traditional cabin house fitted with functional polished stainless steel rectangular portholes.

Like her smaller sister 345, 395’s handcrafted interior is built in maple as standard, with cherry a no-charge option. The lighter maple opens up her interior in ways the darker cherry simply cannot.

New 23.5-metre Explorer Sailing Yacht Amundsen Launched

Mishi 88, the bluewater composite carbon superyacht from turkey, ice yachts unveils the advanced and sleek ice62, the new crossover clubswan 43 has been launched, live your passion, subscribe to our mailing list.

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Kraken 66 – tested and reviewed

Pure-bred bluewater cruisers are becoming a rarity these days, but sam jefferson steps aboard the kraken 66 and discovers an uncompromising example.

M ost sailors have at some point sat daydreaming and pondering over what ingredients would make up their perfect yacht. A few may have even taken up a pen and pencil and roughed out a few sketches. Yet there are precious few that have then gone on to actually build the damn thing. One person who has is Dick Beaumont, founder of Kraken Yachts.

Beaumont is a sort of yachting Svengali and successful businessman who has devoted his spare time to cruising the world. This has given him a very clear vision of what makes the ultimate bluewater cruising yacht and – unlike you or I who merely daydream – Mr Beaumont has the resources and willpower to be a ‘dreamer of the day’ – dangerous men, or at least so TE Lawrence would have us believe. In fact, Beaumont has created his vision of the ultimate bluewater cruiser – the Kraken 66.

She’s the first in a new line of bluewater cruisers built in China to Beaumont’s exacting vision of precisely what he feels such a boat should comprise. New projects start up every day in the sailing world and sometimes you start to think is this for real? In the case of Kraken, I can confirm, yes it is. The company has a swelling order book and the 66 has been augmented by the Kraken 58 and the Kraken 50 – all built to the same concept.

To underline how serious Kraken is, hull number one of the 66 is being sailed from Hong Kong to Europe by Beaumont himself in a sort of ultimate shakedown cruise. I caught up with him in Cape Town and we blithely headed into the Southern ocean directly to the Cape of Good Hope – Cape of Storms – in order to put the yacht through its paces.

So what, I hear you ask, is Kraken Yachts’ vision of the ultimate cruising yacht? Well, first up, you need sea kindly lines of the old school – plenty of rake to the bow, relatively narrow and shapely, easily driven lines with plenty of taper aft, a centre cockpit, a skeg-hung rudder and a big keel with substantial chord width and the leading edge reinforced with Kevlar. All subsequent Krakens will also be built with what the company terms the ‘zero keel’ with a fully encapsulated keel with the lead bulb   moulded in. This means no keel bolts and no risk of the keel falling off.

These were the basics; there are hundreds of other details but we’ll get to them in good time. The main aim seemed to be to build a cruiser without compromise. As any sailor knows, such a vision generally comes at a high price but Kraken’s ace in the hole in this respect is that by building in China they can keep production costs relatively low compared with a European-built yacht. So built in China, and the first glance at the 66 is pleasing. She’s a big yacht but a handsome one and her lines – drawn up by Kiwi designer Kevin Dibley – are unquestionably easy on the eye. Freeboard is not excessive and the rig is well proportioned. In common with rivals Oyster and Discovery she has a distinctive curved deck saloon with a big windscreen that gives the impression the yacht has donned a pair of wraparound sunglasses. She has a fixed bimini but it’s not too intrusive and the overall view on was that she had a thoroughbred air to her as she lies at rest.

Step aboard and you’re immediately struck by how solid the boat is. She weighs in at around 46 tonnes – a serious displacement – so when you stomp along the deck she doesn’t shift an inch. She has an air of seriousness from the off too.

The extra height to the guardrails somehow speaks of a yacht that isn’t just making token gestures to bluewater cruising. The centre cockpit with single wheel pedestal is another strong signal that this is a bluewater cruising yacht par excellence . The cockpit is a really nice space with a huge cockpit table that can fit eight around with ease and has leaves that fold out in a very sensible trouble-free manner that is not always the case.

The cockpit area is also delineated between the forward end which is for lounging and dining and the aft end which is the ‘working’ end of the area. All running rigging has been led back here under the coachroof and cockpit coamings and emerges right by the helmsman’s pedestal where a bank of three Harken winches to port and starboard – all hydraulically powered – deal with the donkeywork of raising, lowering and furling at the push of a button.

The mainsheet and traveller are directly behind the helmsman; well within reach but out of harm’s way. The helmsman’s seat is something of a triumph of ergonomics, being a lovely spot to sit and play at being master and commander as the ocean slips past. You feel secure here and that was to prove important later in the test. Meanwhile, the push button controls on the binnacle are simply laid out and easy to operate. My only criticism is that this boat has been in the tropics a few months now as she makes the trip to Europe at a leisurely pace and conditions have not been kind to some of the plastic buttons and gauges supplied by what are well-respected electronics dealers.

Stepping onto broad side decks you’re struck by how much stainless there is on show and this is because the Chinese yard in Xiamen has the skills and resources to machine its own fittings. This on site production has produced four pairs of very pleasingly crafted cleats set into the toe rail at sensible intervals and are a marked improvement on pop up cleats. The fuel filler is also cleverly set beneath a flap in the side deck in order to prevent spillages on your teak decks, but is also raised slightly within the recess to minimise the risk of water contamination. A thoughtful touch.

Up forward there is a monumental stainless bow fitting with an anchor roller to port and a sprit for your gennaker to starboard. This sprit can be unshipped if required to reveal a second anchor roller. The chain locker has a watertight crash bulkhead and aft of this is a large forward lazarette with masses of storage space. This incorporates a second watertight bulkhead.

Back aft, there is no dinghy garage but two hugely substantial davits address the question of dealing with the dinghy. There is also a clever crane for lifting and lowering the outboard. This slots into one of the rod holders integrated into the pulpit while a barbecue slots into the rod holder on the other side of the pulpit. There’s no bathing platform, as Kraken feel this blocks a potential route back to safety in the event of a man overboard.

The rig on this yacht was carbon although this is an extra as were the two Reckmann furlers at the bow – they are Harken as standard.

The sail configuration is the ‘slutter’ or ‘Solent’ configuration also seen in Discovery Yachts bluewater cruisers with a 140% genoa set just in front of the jib then a gennaker set further forward on a sprit. It’s a good system as it makes the jib a powerful sail for upwind work although it does mean you have to furl the genoa to tack or gybe. The rig is relatively powerful, as it needs to be to push along a heavy yacht like this, while the reefing system on this yacht was in-boom. (Kraken stresses this is being tested on the trip and the options of in mast and slab reefing are also available.) The yacht boasted a lovely suit of North 3DI sails which are an extra.

Step down below and the styling is definitely in contrast to the latest trends and is certainly more timeless with plenty of high quality darker woods on show – and plenty of high quality craftsmanship to go with it. Kraken Yachts are definitely a semi-custom outfit, but the layout on the 66 I tested is their favoured one optimised for bluewater cruising.

As such, there’s a large deck saloon with masses of light thanks to that wraparound windscreen. This incorporates an inside helming position and chart table to port with a hatch cleverly positioned in the deckhead above to allow you to check the sails from your (very comfortable) seat. You can adjust your course using the autopilot and there is an extra throttle here too. It’s a configuration I’ve seen on Sirius Yachts as well as Discovery and works very well. To starboard is a large U-shaped seating area and very attractive mahogany table that drops down hydraulically to create a double berth if required. The centre cockpit layout means that you get a linear galley running aft down the starboard side. This is nicely proportioned and immaculately thought out with everything to hand and a nice width for bracing in a seaway. There’s no kettle, which Beaumont maintains is one of the more lethal pieces of equipment aboard a yacht. This is replaced by a boiling water tap while the cooker is also electric. Again, bitter experience of gas related accidents combined with the problems of procuring the correct size gas bottles in obscure south sea islands has convinced Beaumont that electricity is the way forward. There is an upright fridge and separate upright freezer.

Aft of the galley is the master cabin which is predictably huge and has an ensuite set to starboard. The large double doesn’t have lee cloths as such but instead flip up boards to keep you feeling secure when the going gets rough. Forward there is a nicely proportioned double to starboard and a bunk room forward of that with a shower/heads right at the bow. Kraken has eschewed the usual double berth up forward due to the general discomfort of such an arrangement in a seaway. Moving back aft down the port side, there is a second bunk room followed by another heads/shower compartment.

Back in the saloon, the piece de resistance can be found right aft on the starboard side, when you step into a beautifully laid out workshop that features exceptional access both to the engine but both generators, the watermaker, hydraulic systems… the list goes on and this room runs the length of the saloon down the starboard side. It’s excellent. One clever feature is a day tank for the fuel which incorporates a system that polishes the fuel as you pump it through. The premise being that at some point you cannot avoid bad fuel in obscure locations, so this treats the fuel as you go.

Southern ocean comfort

All well and good, but how does the thing sail? No better place to find out than the Southern ocean and the decision was taken to head off on a jaunt around.

The Cape of Good Hope and this famously unpredictable stretch of water dished up everything from fitful 10-15kt breezes right up to a few utterly savage 50kt gusts with a nice chunky swell to boot. These are precisely the conditions a yacht like the 66 should be comfortable in and, to her credit, she really was.

This is a big boat and she felt big in terms of her ability to make light of very heavy conditions. She was fast too; trucking along at 10kt very comfortably on the wind in 20-25kt of breeze and later trundling along almost casually at a similar speed as we ran back towards Cape Town with 40 plus knots of wind lashing out at us. In the steep, often confused, following seas she always felt under control and the centre cockpit gives you a great feeling of added security.

The general feeling was of a yacht that would look after you and would make a long passage feel effortless. Sail handling was also very simple, although the in-boom furling had some glitches but with in-mast furling this is a yacht that could be singlehanded with relative ease.

My only minor reservation was the steering which is hydraulic, and although it had decent feel, the payoff was it was somewhat heavy and notchy. It can, however, be adjusted and it also has to be added that I did a good deal of my steering with the wind blowing 30-40kt and a decent amount of canvas up so there was a good deal of pressure in the system. Kraken is also planning to have rod steering on subsequent 66s, so that will be a big game-changer.

Sam’s verdict

There was an awful lot to admire about the Kraken 66. She’s not perfect, but she is supremely good at doing what she is intended to do. There’s no doubting the quality of the product and the Chinese yard has done Kraken proud while enabling it to fit massively expensive bits of kit, like the hydraulics, in while retaining good value for money.

The concept of a serious bluewater cruiser, carefully thought out by one man, immediately brings to mind John Charnley and Discovery Yachts. The concept is the same but Charnley and Beaumont are different people so the results, while similar, are not the same and it is the contrast that is fascinating.

What is eminently clear is that Beaumont is very serious about his cruising and the years of adventures and misadventures have been channelled into all sorts of clever and thoughtful touches.

If you want something über-modern-looking and flashy, there are other yachts out there, but this is definitely a yacht that will look after you. It speaks volumes for Kraken’s faith in its product that it chose to carry out the test off Cape Town in the knowledge that conditions were almost guaranteed to be extremely tough. The gamble paid off.

The Spec LOA 66ft (20.12m) LWL 59.42ft (18.11m) Beam overall 18ft (5.50m) Draught 8.7ft (2.65m) Displacement 83,224lb (37,750kg) Ballast weight 27,557lb (12,500kg) Sail area 2,322sq ft (215.8m 2 )

Sail area (100% foretriangle) 937.54sq ft (87.10m 2 )

Sail area (including roach) 1,385.42sq ft (128.71m 2 )

Engine power 150kW, 200hp Fuel tank 1,900lt Fresh water 1,200lt

Price (base) £1.26m As tested £1.57m

Contact Kraken Yachts krakenyachts.com

Photos: Trystan Grace

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Cue the duck boats: Boston salutes Celtics’ record 18th NBA championship with parade

BOSTON (AP) — The Celtics entered the season vowing to turn recent playoff heartbreaks into happiness.

Eight months later, they toasted the franchise’s 18th championship in what has become the signature Boston celebration, joined Friday by a huge crowd for a duck boat parade to mark the 13th championship won this century by one of the city’s franchises in the four biggest U.S. sports leagues.

The Celtics, Patriots, Red Sox and Bruins have all commemorated championships by jumping aboard the duck boats — amphibious vehicles usually ridden by sightseeing tourists.

In Boston, firing up the boats for a slow cruise down city streets has become synonymous with its feeling of sports supremacy. Friday’s parade was the latest component of what has been a rolling salute to the Celtics since they finished off the Dallas Mavericks in five games in the NBA Finals on Monday night.

Starting at TD Garden, the procession lasted about 90 minutes, turning first onto Causeway Street in front of the arena, past City Hall, through Boston Common, down Boylston Street and ending at Hynes Convention Center.

Along the way, there were plenty of moments for the city to salute a franchise that just broke a tie with the rival Los Angeles Lakers for the most titles in league history. Fans marked the moment by hanging on light posts, flashing homemade signs or standing on subway entrances.

“It’s unbelievable. It still doesn’t seem true. But just trying to stay in the moment,” All-Star Jayson Tatum said during a pre-parade rally at the Garden.

Celtics owner Wyc Grousbeck gave fans an early treat about 90 minutes before the trade began.

He was attempting to drive to the arena with the Larry O’Brien Trophy and newly made 2024 championship banner along with his wife, Emilia Fazzalari, and their daughter.

They couldn’t get through because of traffic and barricades. So they walked a half-mile down Causeway Street, passing by a sea of fans while carrying the trophy and banner.

Inside the Garden, the rally included players and their family members, members of the Celtics organization, arena staff, season ticket holders and guests including Massachusetts Gov. Maura Healey and Boston Mayor Michelle Wu.

After celebrating in the locker room Monday night by spraying Champagne and posing for pictures with the trophy, the team flew to Miami for a private party.

When the Celtics returned Wednesday, coach Joe Mazzulla took the party back to people, allowing fans to see the trophy up close — and in some cases touch it — while he carried it through Boston’s famed North End.

“I drove all the way from Ohio (Wednesday) because we were coming for the parade,” Celtics fan Jason Hawkins told Boston’s ABC affiliate, WCVB-TV. “I touched trophy, man. I got video of it.”

The golden basketball was on display for all to see Friday as players, flanked by Celtics personnel and members of their families, waved and interacted with fans.

The Celtics broke every huddle this season by saying, “Together.”

Jaylen Brown said Friday the theme for this year’s team was unity.

“Whatever it took for us to win, that’s what I was willing to do,” Brown said.

As much as the day was a celebration of that team-first mantra that Mazzulla championed this season, it was also the culmination of mission that stars Brown and Tatum began after each was drafted third overall — Brown in 2016 and Tatum a year later.

The duo made it to four conference finals and one NBA Finals — a loss to the Golden State Warriors in 2022 — before finally reaching the league pinnacle. Brown earned Finals MVP honors, which he said also belonged to his “partner in crime.”

While the city had to wait nearly two decades for this celebration, the Celtics are in a solid position to try to become the NBA’s first back-to-back champions since the Warriors in 2018.

All five starters — Tatum, Brown, Jrue Holiday, Derrick White and Kristaps Porzingis — are under contract for next season. After having secured long-term extensions with Brown, Holiday and Porzingis, the Celtics are expected to do the same with Tatum and White this summer.

Reserve Luke Kornet didn’t let fans forget the Celtics’ history of titles, leading fans on a count from one to 18 at the end of the parade route.

Their message to the city is clear: Keep the duck boats gassed up.

AP NBA: https://apnews.com/hub/nba

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Zero bolts, zero risk.

It is named the ZERO keel system “because it has zero bolts and zero risk of falling off the hull. The integral lead ballast that sits inside the Zero Keel bulb generates a very low centre of gravity and has a very positive effect on improving the righting moment as well, so the AVS (Angle of Vanishing Stability; the point at which the yacht rolls back up after a knockdown), is an incredible 130deg, which is much higher than all other cruising yachts in production today of comparable size. This means that not only will a Kraken come back up the right way from a knockdown, but they can carry between 20-25% more sail area too, so you’ll sail more and motor less, which is better for the crew sailing her and the planet as well.

The lead ballast bulb is situated inside the base of a long and robust GRP fin keel that is moulded as an integral part of the hull. The leading edge and the bottom of the keel moulding are further strengthened with an extensive external multiaxial laminate incorporating Kevlar™ reinforcement.

This also gives maximum protection against impact while the length and shape of the keel ensure good directional stability and low drag.

Kraken chairman and experienced blue water sailor Dick Beaumont explains…

“Our ZERO keel design answers the prayers of every blue water sailor. If you’ve ever got a cold shiver down your spine wondering what would happen if your keel fell off hundreds of miles from the coast, you can rest in your bunk secure in the knowledge that with a Kraken Yacht that can never happen.”

On the design front Filip Sochaj, Krakens Head of Design explains.

Dick’s brief to Kevin Dibley, Kraken’s Designer was to develop a completely new concept in yacht design which married together all the safety benefits of an integral hull and keel with the hydrodynamic sailing performance of bulb shaped keel.

So now we had it all, a yacht with a keel that can never come off and yet sails like a dream.

Kevin enhanced his keel design to ensure optimum motion and comfort at sea by spreading the ballast weight over a much longer keel length than is normally found in modern yacht designs and after Pete Lawson of Hauraki Design, completed the structural engineering the Zero Keel was born. In summary Kraken Yachts believes that “No blue water yacht should be built without safety being its very first consideration. The Kraken hull and keel are one piece. It is impossible for them to be separated. It is perhaps the ultimate example of Kraken Yachts’ belt and braces attitude towards the requirements for safe blue water sailing.”

You can also take a look at what makes the Kraken 50 a superb luxury sailing yacht and how the ZERO keel supports this.

The Zero Keel

The how & the why.

The Zero Keel is part of the hull and it can never come off. There are no bolts used anywhere in the construction of the keel or hull. This is why we named it the Zero Keel because there are zero bolts holding it on. This makes the hull and keel an integral unit. If you want to cruise around the world with the peace of mind that you will never lose your keel, then choosing a yacht with an integral keel should be your starting point. There’s nothing new about an integral keel, quite the reverse, not that long ago most quality yachts were built like this and had been for decades. Then builders started cutting costs; simply bolting a big piece of steel on, instead of moulding a keel and hull together. It is a big cost saving, but in our view its not compatible with blue water cruising.

Whilst a standard integral keel is always preferable to a bolt-on job      

they have significant drawbacks which the Zero Keel overcomes.

With a Zero Keel, the ballast weight is centred in one area at the very bottom of the keel where it will have the best effect on the righting moment of the yacht under sail. This achieves several things compared to a standard integral keel. See fig 1

• The centre of gravity is much lower so the yacht is stiffer and can carry a bigger sail area.
• It can achieve the necessary righting moment whilst having a significantly shallower draft.
• The bulb shape improves hydrodynamics. When wind pressure on the sails and topsides tries to force the yacht sideways – causing leeway – the bulb shape inhibits the bypass of water. With a Zero Keel the yacht makes less leeway and, instead, improved headway. See fig 2

A Zero Keel is much longer fore and aft (cord length), compared to regular keels. The reason modern keels have a short cord length is so the yacht will turn around a race buoy swiftly. This means the yacht is more twitchy and requires much more helming than that required with the long cord length Zero Keel. What you want on ocean passages is directional stability, and with the Zero Keel, the helmsman and the autopilot need to work less, as the yacht holds its course much more steadily. Nonetheless, all Kraken’s are very manoeuvrable, both forward and astern, and in any case, most owners specify a bow thruster.

The lead ballast in the Zero Keel’s bulb is also much longer and the weight is evenly spread along the length of the keel. This means there is a much reduced tendency to see-saw or pivot around the small axis created by a short cord length keel, as the yacht encounters waves, so the nauseating fore and aft pitching motion is largely eliminated.

The Zero Keel is tapered into the stem of the forward hull, so the hull and keel cut through the waves rather than slam into them. See fig 4.

Fig 5 depicts the massive forces exerted on a bolt-on keel when the yacht is grounded when underway. The damaged caused by the stresses induced in the join between the keel and the hull on grounding, can be catastrophic of course, but perhaps worse, the damage may not be so obvious with the keel only cracking away 1 or 2 mm. What happens then is the keel bolts start to flex. This will induce metal fatigue and they become brittle, loosing all their strength. If this happens the keel can literally drop off at any time.

If a grounding happens in the developed world you can haul out and check for damage within a few hours, in the wilder waters of uninhabited shores you cannot.

Nearing Zero Risk: Kraken Yachts

“Kraken Yachts is around for several years now with a really compelling concept: No less and nor more than the best and safest blue water oceangoing sailing yachts is offered, as they say. Competing against the big brand´s names like Oyster and such, Kraken Yachts have made themselves quite a reputation for making not only beautiful and highly customizable boats for the real big trip, but also to manufacture yachts that stay true to a classic long haul-sailing idea, 100 per cent, no compromise.”

More From Kraken

© All rights reserved Kraken Yachts 2024

Designed & created by Oncrowd

• Length Overall 44 ft
• Beam Overall 12.54 ft
• Draft 6.58 ft
• Sail Area 1099.5 sq.ft

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• Beam Overall 14.76 ft
• Draft 7.54 ft
• Sail Area 1444.52 sq.ft

• Length Overall 58 ft
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• Draft 8.7 ft
• Sail Area 2322 sq.ft

In The Yard

Take an exclusive look behind the scenes at what goes into the building of a Kraken yacht, not just the finished article. 

Crafted For You

Kraken owners group.

Experience all the extra benefits of Kraken ownership with our online owners’ portal including access to our crew finder.

Kraken Yachts

Kraken design, the zero keel™.

The Zero Keel is part of the hull and it can never come off. There are no bolts used anywhere in the construction of the keel or hull.

Build Structure

All Kraken yachts are built with a substantial interior structure to ensure keel delamination and failure cannot occur.

The Alpha Rudder™

This comprises four unique features which hugely improve the crews ability to continue steering throughout circumstances that would disable most other yachts.

Ocean Sailor

The Ocean Sailor Podcast is a blue water cruising chat show. Our hosts, the two Dicks (Durham and Beaumont), explore blue water sailing topics.

With eight categories to choose from including tails of the sea, sailing skills and even great recipes for cooking in your galley, there are hours of reading to enjoy and learn with Ocean Sailor articles.

You can fill our enquiry form for information on prices, delivery dates, options and upgrades. A member of our sales team will be in contact with you shortly.

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