malo 42 yacht review

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The Malo 42 Sailboat Specs & Key Performance Indicators

The Malo 42, a heavy displacement cruising cutter, was designed by Leif Ängermark and built in Sweden by Malo Yachts.

Published Specification for the Malo 42

Underwater Profile:  Fin keel and skeg-hung rudder;

Hull Material:  GRP (Fiberglass);

Length Overall:  43'2" (13.2m);

Waterline Length:  34'9" (10.6m);

Beam:  13'1" (4.0m);

Draft:  6'5" (2.0m);

Rig Type:  Cutter (also produced as Fractional Sloop);

Displacement:  30,423lb (13,800kg;)

Designer:  Leif Ängermark ;

Builder:  Malo Yachts (Sweden);

Year First Built:  1991;

Year Last Built:  2002;

Number Built:  33;

Published Design Ratios for the Malo 42

1. Sail Area/Displacement Ratio:  15.3

2. Ballast/Displacement Ratio:  40.0

3. Displacement/Length Ratio:  323

4. Comfort Ratio:  41.0

5. Capsize Screening Formula:   1.7

read more about these Key Performance Indicators...

Summary Analysis of the Design Ratios for the Malo 42

1. A Sail Area/Displacement Ratio of just 15.3 suggests that the Malo 42 will need a stiff breeze to get her going. In light conditions, unless you've got plenty of time on your hands, motor-sailing may be the way to go.

2. A Ballast/Displacement Ratio of 40.0 means that the Malo 42 will initially stand up reasonably well to her canvas in a moderate breeze, but she'll need a reef in the main to avoid heeling excessively in a gust.

3. A Displacement/Length Ratio of 323, tells us the Malo 42 is clearly a heavy displacement cruising boat. You can load her down with all your cruising gear and equipment and it will hardly affect her waterline. Not an ideal choice for coastal sailing, but she'll come into her own on an offshore passage in testing conditions.

4. Ted Brewer's Comfort Ratio of 41.0 suggests that crew comfort of a Malo 42 in a seaway is similar to what you would associate with the motion of a heavy bluewater cruising boat. Pitching and rolling will be well damped - your cup of coffee on the saquestiolon table stands a reasonable chance of staying there in most conditions.

5. The Capsize Screening Formula (CSF) of 1.7 tells us that a Malo 42 would be a safer choice of sailboat for an ocean passage than one with a CSF of more than 2.0. 

Any Questions?

What other versions of the Malo 42 were built?

The Malo 42 was built in two versions: a cutter and a fractional sloop. The cutter has a self-tacking staysail and a larger genoa, while the sloop has a single headsail and a taller mast. Both versions have the same hull, keel and rudder design.

What is the accommodation like in the Malo 42?

The Malo 42 has a spacious and comfortable interior, with high-quality mahogany joinery and ample storage space. The standard layout offers a large aft cabin with a double berth and an ensuite head, a forward cabin with a V-berth and a separate head, and a saloon with a U-shaped settee and a drop-leaf table. The galley is located on the port side, opposite the navigation station. There is also a large cockpit locker and a lazarette for storing gear

What, if any, alternative accommodation layout versions are available for the Malo 42?

The Malo 42 was also available with an alternative layout that features two aft cabins instead of one, each with a double berth and a shared head. This option reduces the size of the cockpit locker and the lazarette, but increases the sleeping capacity to six.

What is the Malo 42 like to sail?

The Malo 42 is a heavy displacement cruising boat that offers excellent performance, stability and comfort in various sea conditions. It is easy to handle by a small crew or even single-handed, thanks to its well-balanced sail plan, self-tacking staysail (for the cutter version), and efficient deck layout. It has a moderate beam and a long waterline that provide good speed and directional stability. It also has a high ballast ratio that gives it good stiffness and righting moment. It can sail close to the wind and tack quickly, as well as run downwind with ease. It is responsive to the helm and has good manoeuvrability under power.

What is the average cost of a secondhand Malo 42?

According to YachtWorld , the average asking price for a used Malo 42 in 2021 was £245,000 (about $330,000). However, this may vary depending on the year, condition, equipment and location of the boat.

Is this boatbuilder still in business?

Yes, Malö Yachts is still in business and based in Kungsviken, Sweden. It was founded in 1939 by Harry Olsson and has been producing high-quality sailing yachts ever since. It is part of Sweden Yachts Group, which also includes CR Yachts and Regina af Vindö.

What other sailboats have been created by this designer?

Leif Ängermark, the designer of the Malo 42, has also created other models for Malö Yachts, such as the Malo 40, the Malo 45 and the Malo 50. He has also designed boats for other brands, such as Hallberg-Rassy, Najad, Sweden Yachts and CR Yachts.

The above answers were drafted by sailboat-cruising.com using GPT-4 (OpenAI’s large-scale language-generation model) as a research assistant to develop source material; to the best of our knowledge,  we believe them to be accurate.

Other sailboats in the Malo range include:

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Review of Malö 42

Basic specs..

The boat is typically equipped with an inboard Yanmar diesel engine at 97.0 hp (72 kW), which gives a max speed about 7.9 knots.

The fuel tank has a capacity of 285 liters (75 US gallons, 62 imperial gallons).

Sailing characteristics

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

What is Capsize Screening Formula (CSF)?

The capsize screening value for Malö 42 is 1.69, indicating that this boat could - if evaluated by this formula alone - be accepted to participate in ocean races.

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 7.9 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Malö 42 is about 283 kg/cm, alternatively 1586 lbs/inch. Meaning: if you load 283 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 1586 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is Motion Comfort Ratio (MCR)?

What is L/B (Length Beam Ratio)?

What is Displacement Length Ratio?

Maintenance

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.

This section is reserved boat owner's modifications, improvements, etc. Here you might find (or contribute with) inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what you have done.

We are always looking for new photos. If you can contribute with photos for Malö 42 it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

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Malo 42, GALADRIEL– Caught on Film

October 12th, 2020

The island of Orust on the West coast of Sweden has been home to some magnificent yacht building for many years. The home to Hallberg-Rassy, Najad and of course Malo. It is also now home to the wonderful Berthon Sales Group office that is Berthon Scandinavia and the birthplace of the Malo 42, GALADRIEL. For sale and now caught on film.

Full details available here – [OFF MARKET]

Malo built 33 of the 42s between 1991 and 2002. Malo 42 GALADRIEL was the last 42 to be built. She was beautifully crafted for her current owners with a myriad of upgrades and adaptions born from their extensive cruising experience.

She has been lovingly maintained throughout her life and there is extensive documentation to prove it. Most of her recent life has been spent cruising the Caribbean and East Coast of the USA. Very sensibly her owners escaped to her once the UK winter set in and would then live on board for up to 6 months, before she would be put to bed for the rest of the year.

Malo 42 GALARDRIEL had a trip back across the Atlantic in May 2020 on the deck of a ship after a certain C word put a stop to her owner’s Caribbean season. They are now enjoying cruising her around the Solent but the time has come to move on.

She is the twin cabin version and boasts a roomy owner’s cabin up forward with a very practical separate shower and heads, which transforms the live aboard experience.

The galley also boasts a front opening fridge, which many yacht owners dream of – along with a top opening freezer. Her interior is of mahogany and is still in wonderful condition despite enjoying 18 years of cruising.

On deck, she boasts a safe and deep aft cockpit. She is easily sailed by two, with an electric halyard winch to make getting the main up that bit easier. There is also the added safety of the mainsheet being out of the cockpit and on the targa arch. The arch also helps to create great cockpit protection along with her large sprayhood, so you are well-protected come rain or shine.

Malo 42 GALADRIEL would make the perfect comfortable, safe and cosy platform for a couple looking to cruise local waters or further afield.

Contact [email protected] .

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• Sailboat Guide

Malo 42 is a 43 ′ 1 ″ / 13.2 m monohull sailboat built by Malö Yachts between 1991 and 2002.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

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The Malo 42 is a 43.14ft masthead sloop built in fiberglass by Malö Yachts (SWE) between 1991 and 2002.

33 units have been built..

The Malo 42 is a heavy sailboat which is slightly under powered. It is stable / stiff and has an excellent righting capability if capsized. It is best suited as a heavy bluewater cruising boat. The fuel capacity is average. There is an excellent water supply range.

Malo 42 for sale elsewhere on the web:

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Each Malö Yachts 42 is a reflection of her owners taste. Hand crafted with care, her good looks and beautiful, sheer line indicate an excellent pedigree. With her easily driven medium displacement hull, the Malö 42 is a genuine offshore yacht, suitable also for living aboard. Each Malö is unique, as we go to great lengths to suit an individuals requirements in terms of interior layouts and fitting out. Bearing in mind the basic shape and design of the hull, we can custom built interiors or modify any of our standard layouts. To create this degree of individuality, however, you need a small but flexible work force such as we have at Malö Yachts. Malö Yachts are one of Scandinavias oldest, most experienced yacht builders. We might not be the biggest yard, but we have always maintained a team of excellent boat builders who have fundamental understanding of sailing. On the Malö 42 evidence of this can be found throughout the boat. For example, the cockpit is deep, uncluttered and well protected. The re-enforced Targa-arch supporting the mainsheet traveller keeps loose ropes out of the way and heads out of danger, at the same time acting as an ideal support for grab rails, the sprayhood / cockpit canopy and light fittings. Our Swedish home island of Orust is steeped in the timeless tradition of boat building and our family has been producing fine craft for generations. It is this heritage which makes us strive to build the best cruising yachts for the discerning sailor!

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Malo 46: A head-turner with blue-water promise

• Rachael Sprot
• April 8, 2022

The Malo 46 generally turns heads wherever she goes but does she live up to her blue-water promise? Rachael Sprot went to find out

Only 40 Malo 46s were built, making them highly desirable. They also keep their value. Credit: Nic Compton

Product Overview

Manufacturer:.

You can tell a lot about a boat from its midships cleat: does it have a good lead, is it as substantial as the bow cleats, does it even have one?

When photographer Nic Compton stepped on board Malo 46, Wimsey , for the photoshoot in Dartmouth, it was the first thing he remarked upon: ‘Nice midships cleat. You’ll want a photo of that, won’t you?’

We both agreed, this boat means business.

It wasn’t the only thing that helped her make a good first impression though: there’s a removable inner forestay, proper dorade vents with protective grab rails and a stainless-capped rubbing streak to name but a few.

The Malo 46 initiates a predictable reaction from cruising sailors. ‘Ooh,’ they inhale, ‘lovely boat,’ they exhale, followed by a starry-eyed silence as the atolls of the Tuamotus come to mind.

Wimsey is well set up for downwind sailing with a mast mounted spinnaker pole, and removable sprit for a cruising chute. Credit: Nic Compton

There’s no doubting she’s a lovely boat, but at the price of a small house, she’d better be, hadn’t she?

And if you spend two years living on a boat because you sold your house to buy it, loveliness will only get you so far.

What you really need for ocean sailing is a boat that’s comfortable, kind on the crew, easy to maintain and seaworthy .

So, I’m donating £5 to charity for every use of the word ‘lovely’ in this review and committing to the strictest standards of scrutiny.

Of the heavyweight Swedish cruising yachts, the Malo 46 has some of the nicest lines. It helps that she’s got the extra length, which allows an elegant sheer without compromising too much internal volume.

The cockpit of the Malo 46 is well laid out for sailing shorthanded. Credit: Nic Compton

They came with either a ‘Classic’ counter stern, or the ‘Standard’ reverse counter with a sugar scoop.

The former has extra deck space and more locker storage, Wimsey is the latter.

The Malo 46 started life as the 45. Dan Hills, of DFD Marine Ltd, the main UK broker, explained that ‘because it was such a good hull, Malo used it for a few models.’

With a new coachroof and other cosmetic improvements it became the 46, and it’s currently in production as the Malo 47, with the Classic stern configuration only and a stainless bow platform.

Only 40 hulls have been made, which means they’re hard to find and hold their value well.

As you step below the hand-finished mahogany interior radiates warmth, yet there’s plenty of natural light from deck hatches and portlights.

The snug, U-shaped galley is offset to port of the companionway.

Unlike many boats of this size, where the galley is tucked down one side of the cockpit, here it’s forward-facing, meaning the pot-washer can still hold a conversation with those in the saloon after dinner.

Sophia Lagus (far right) and her partner, Andrew bought Wimsey with plans to sail around the world in 2024. Credit: Nic Compton

The fridge is small for a boat of this size, but there’s a decent freezer.

Despite being a big boat, the layout is well-compartmentalised, making her feel secure at sea.

Call me old- fashioned, but the trend for open-plan living is best kept on shore.

Opposite the galley there’s a standard-sized heads compartment with all the usual mod cons.

I was dismayed to find that the black-water tank had no access without dismantling the heads, though. Bilge access was also minimal throughout.

Hatches are positioned over the pertinent bits, but you might want to invest in an electric driver before checking your keel bolts.

The generous nav station on the starboard side has a proper chart table for laying out your ocean passage charts and pilot books, and there is space beneath for all the usual publications.

The Malo 46 came with a fin keel and option of either sugar scoop or counter stern. Credit: Nic Compton

There’s also a dedicated chart drawer lower down for the rest of the folio – very nice.

However, there’s not much to hold you into the nav seat on starboard tack.

For those of Viking extraction, you might be able to brace a leg across to the galley unit, but for those of us with more compact proportions, you’ll need Velcro underpants.

It’s surprising how much time you spend in the nav station on an ocean crossing: getting weather reports, sending emails, chatting on the SSB and monitoring all the systems.

If you’re running a business remotely, as many circumnavigators do, not having an ‘all- weather’ desk to work at could be frustrating.

What the nav station could do with is one of the saloon armchairs instead.

The cockpit locker has good access and is ideal for storing bulky items like sails. Credit: Nic Compton

First introduced by Hallberg-Rassy , the three-piece suite approach to saloon furniture caught on in Scandinavia.

The armchairs are divisive though. Comfortable? Yes. An indulgent waste of space? Possibly. With a drinks locker nestled between them, it’s hard not to imagine cosy nights at anchor with a wee dram in your hands and something fluffy on your feet.

For those of a more Puritanical bent though, there’s a standard bench seat version available. This would give more storage behind and underneath.

It would also give a second sea berth in the saloon, if it wasn’t for the fact that the nav station eats into its footprint.

So, given that you wouldn’t gain a full-length berth, you might as well enter into the spirit of Nordic hygge and pack your carpet slippers.

The saloon table is a thing of beauty. It unfolds from the corners as elegantly as origami, twists 90° to account for the fact that there’s now a corner where there was once a straight edge, and locks into place.

Decent ventilation with good protection show the boat’s serious intent. Credit: Nic Compton

It’s a good indicator of the beautiful standard of joinery on board and achieves full marks for both loveliness (£10) and practicality.

The black tank issue is not yet redeemed, however. The horse-shoe shaped seating is luxurious. There were four of us on board and there was plenty of room for extras.

An infill turns it into a double berth, increasing sleeping capacity to eight. There isn’t a huge amount of stowage space in the saloon though.

The Malo 46 is narrower than her competitors and the price for her svelteness has to be paid somewhere.

Forward of the main bulkhead is the master cabin, flanked by a heads compartment on one side and a shower room on the other.

Separating out the ablutions was one of the main selling points for Sophia and Andrew.

A full cockpit canopy keeps crew protected from the elements. Credit: Nic Compton

They’ve both done ocean crossings on fully crewed yachts where the two heads were shared between 12-20 people!

Apart from the fact that you walk through the saloon to get there, the separate wet-room is a superb place for bulky, wet objects such as sodden foulies.

The master cabin is, well, lovely (£15 and counting). There’s good locker space and neat bunk-side tables.

You could even sit up to read a book in bed if you make use of the bunk light and cushion at the foot end, though it would be tight for two.

The drawback isn’t the cabin design, but its location. The bow’s a noisy, bumpy place to ride out a gale at anchor , or even moored in an exposed port for that matter.

The solid midships cleat is just one of the features which makes the Malo 46 a serious bluewater cruiser. Credit: Nic Compton

On the other hand, to achieve an aft cabin of this grandeur would mean having a centre cockpit, which many people don’t like.

Even on a 46-footer you have to compromise somewhere. The two aft cabins are almost symmetrical doubles below the cockpit.

The seats above them open giving ventilation if needed, or access to bulky items if you’re using one side as stowage.

Generous locker space will accommodate two people’s-worth of gear.

An alternative arrangement with twin bunk beds on one side is also available and might be more suitable for families or offer more flexible stowage arrangements.

Continues below…

The Yanmar 110HP engine is a good choice for long-distance cruising: they’re well respected and spares are straightforward to source.

It’s a common rail fuel system which makes it more efficient and reliable.

The previous owner had re-engined with an 80HP version and the propeller pitch needed adjustment, so we couldn’t make a fair assessment of performance.

Engine access is adequate for coastal sailing, but disappointing on a boat with big cruising ambitions.

It’s a tight squeeze to access the sides of the engine from the companionway, the oil dipstick is barely visible and you need a screwdriver to take off the front of the compartment for access to the alternator and raw water pump.

The racor and coolant tank can be easily accessed above the engine. Credit: Nic Compton

If you put too many obstacles in the way of routine checks they happen less frequently, and things like a leaky shaft seal on the pump-housing might remain undetected for longer.

What works well, however, is the mounting of the racor and coolant tank above the engine .

They’re at eye height so any contamination or changes of level will be quickly spotted.

On deck, the trademark Targa arch keeps the cockpit clutter-free and protects the crew from the hazard of an accidental gybe , a major plus point on long, downwind passages.

It’s also a good support structure for a full cockpit canopy to protect you from the elements, whether tropical or arctic.

Or you can put a conventional sprayhood between it and the windscreen.

The U-shaped galley is to port and has plenty of storage. Credit: Nic Compton

The sheet is led back to a winch on the starboard side of the cockpit, just within reach of the helm – another plus point for shorthanded sailing .

Unlike other modern yachts which carry their beam all the way aft, the Malo has a finer stern.

This gives the cockpit a secure feel – you’re never far from something to brace against.

Deep coamings add to the sense of being well-protected but it’s also a big enough space to host sundowners in.

More stowage for small, daily items would be useful: there are only two cubby holes, one of which is necessarily taken up by the main halyard and furling lines which run down the port side of the coachroof.

The saloon with its folding table showcases the build quality. Credit: Nic Compton

The lazarette under the helm seat has a wonderful locker.

The whole helm seat raises up to give exceptional access, and the space easily accommodates awkward items like sails and a tender.

It was already full, though, and the Classic version with the counter stern would be better at accommodating long-term cruising gear.

On the foredeck the anchor stows neatly into the stem.

I was dubious about this feature but it functioned really well on the three occasions that we used it. It also means there’s less chance of the anchor damaging spinnakers when they collapse, or other boats when parking goes wrong.

The chain locker was not easy to access though, so you wouldn’t be able to flake the chain into it.

The Malo 46 has two heads compartments, which was a big selling point for Sophia and Andrew. Credit: Nic Compton

Under sail, Wimsey handled like a dream. She’s light enough to get going in 6 knots of true wind, but heavy enough to dismiss a bit of wind-over-tide chop.

She purred through the overfalls off Start Point like a Rolls-Royce, oblivious to the fact that we were an hour late for slack water.

Owing to her 138% genoa we couldn’t test the limits of her pointing ability, but under full sail in 17 knots apparent, she made 6.5 knots at an angle of 48°.

As we freed-off she made over 7 knots close-reaching and would have done more if the wind hadn’t dropped to 13 knots apparent.

The next day we flew downwind from Salcombe back to Dartmouth, making a comfortable 8 knots under a conservative sail plan.

Wimsey has a mast- mounted spinnaker pole and removable sprit for a cruising chute, which covers pretty much all the bases for downwind sailing.

It won’t take Ben Ainslie to push her up towards the hull speed of 9.5 knots.

She’s a joy to sail, and a fast, comfortable passage-making boat.

Like many people planning serious offshore cruising, Sophia and Andrew would have preferred a true cutter rig, but the removable inner forestay allows for a hank-on staysail so that you can work to windward in strong winds .

Whimsey has a standard reverse counter stern with sugar scoop. Credit: Nic Compton

They weren’t keen on the roller furling main either, but as Sophia pointed out, when you’re buying second-hand you can’t dictate the spec.

Below the waterline there’s a substantial fin keel which is long enough to keep the draft down to little more than 2m, and a part-skeg for the balanced rudder.

She has a hearty 39 per cent ballast ratio and AVS of 128° which is above the requirement for Category A vessels.

The hull and deck are sandwich construction with a balsa core, which gives a superb strength-weight ratio.

The hull and deck mouldings are bolted and bonded together. Longitudinal and transverse bulkheads are laminated directly to the hull – rather than the cheaper tray-matrix construction.

It’s a belts-and-braces approach which, combined with high levels of Swedish craftsmanship, gives Malo their reputation.

However, the costs of maintaining a yacht like this should not be underestimated.

The Malo 46 has a max hull speed of 9.5 knots. Credit: Nic Compton

Gorgeous though they are, the acres of 12mm teak on deck are a ticking time bomb. The financial and environmental costs of replacing them are high.

The balsa-cored construction is another thing which is expensive to rectify if water gets in.

There’s no point taking a boat like this if you aren’t committed to keeping it in good condition.

A boat which took painstaking craftsmanship to make will require the same approach when it comes to refits and repairs.

Given Sophia and Andrew’s meticulous approach, I think Wimsey is in safe hands.

Blue-water cruising yachts are a highly prized asset which, given the right care and attention, will help multiple generations of sailors achieve their dreams.

Would she be a good boat to sail around the world? Well, she really is lovely (£20).

If anyone would like to lend me a Malo 46 for 18 months, I’d be delighted to investigate further…

Expert Opinion on the Malo 46

Ben Sutcliffe-Davies, Marine Surveyor and full member of the Yacht Brokers Designers & Surveyors Association (YDSA)

www.bensutcliffemarine.co.uk

The Malo 46 hull is reported to be balsa core above the waterline and solid core below.

New owners were given the option of reinforcing the hull and deck with either balsa core or Divinycell, a type of foam.

Both have the potential of moisture ingress but wet balsa can be far more serious once moisture has been absorbed.

It is important to know which was used, especially if extra fittings have been secured to the deck.

The yard used solid-core laminate where high load fittings were secured to the deck, which does prevent issues.

You also need to look closely at the condition of the teak.

Sail plan of Malo 46. Credit: Maxine Heath

The quality of material used at the time of build was high, and it was all hand-laid, so much depends on how well it’s been maintained.

Watch for wear and deep grooving to the strip planking.

I have seen issues with the use of an encapsulated alloy flat bar for deck fittings using stainless-steel fastening. Over time, this can start some galvanic reactions to the threads.

The engine and drive on the craft I’ve surveyed had an Aqua Drive connection.

Accommodation plan of Malo 46. Credit: Maxine Heath

These reduce the need for a perfect shaft alignment but do need to be looked at carefully for the amount of wear.

The engine normally came with a turbo. Careful use is required in order for these to last.

Oil drips from the air filter is a good warning sign of developing issues. Try and see the engine used under load.

Check the lower bearings of the skeg-supported rudder for wear and whether the lip seals are used, as they need to be replaced every seven years.

Alternatives to consider

Hallberg-rassy 46.

The centre cockpit makes the Hallberg-Rassy 46 feel secure while under way. Credit: Rick Tomlinson/Hallberg Rassy

The Hallberg-Rassy 46 set the benchmark for blue-water cruisers in this size range.

It has won praise from all sides: reviewers and owners alike, with more than 130 made.

Built about a decade earlier than the Malo 46, there are many similarities between the two, including a partial skeg-hung rudder and long-ish fin keel.

They’re two tonnes heavier, which is not necessarily a bad thing for long-term cruising, and one tonne of that is in the keel.

Owing to her heavier design weight, she’ll probably be better at absorbing the extra stores required for ocean sailing.

The sail area is increased proportionally, so performance shouldn’t be compromised much, although a comparison of the polar diagrams suggests it will take a bit more wind to get her moving than the Malo 46.

There’s more than 30% more fuel capacity and 25% more water capacity, so you’d cope with more days at sea if necessary.

That said, one came fifth overall in the 2019 Atlantic Rally for Cruisers , sailed by a young family.

Slab reefing was standard, although some have in-mast furling.

132 Hallberg-Rassy 46e were built between 1995 and 2005. Credit: Rick Tomlinson/Hallberg-Rassy

The centre cockpit is small compared to aft cockpit yachts, which makes for a secure space at sea but less room for entertaining in port.

It’s well-laid out: the double-ended mainsheet has a winch on either side of the helm, just where you need it.

There is a hard-topped hood available, although this might be best suited to high-latitude sailing where you need the shelter, than for the tropics, where you want the breeze.

There were three layouts available, including an armchair option.  The master cabin is aft rather than forwards thanks to the centre cockpit.

The mahogany interior and teak decks are beginning to sound a bit ubiquitous in present company!

There’s a palatial engine bay with easy access.

They’re a bit more affordable because of their age, although you’ll have to snap one up because they tick all the right boxes.

A self-tacking headsail system comes as standard. Credit: David Harding

At the performance end of the spectrum, the sleek lines of the Sweden 45 promise a more exhilarating sailing experience than the other Scandinavian cruisers apart from Swan.

Since 2008 Malo and Sweden Yachts have been under the same umbrella company, Sweden Yachts Group.

Sweden Yachts was originally set up to create the 1976 Swedish America’s Cup challenger, Sverige , and the Sweden 45 certainly has some thoroughbred DNA.

With a deep fin, bulb keel and spade rudder, it is 10% lighter than the Malo 46 and the mainsail is 25% bigger.

Below decks there’s the ‘standard’ mahogany interior, master cabin forward and two doubles aft.

There’s less workspace in the galley than the Malo 46 and the fridge is built into one of the lockers above.

This is more user-friendly in port – there’s no rummaging in a bottomless pit for the butter – but you’ll need good hand-eye coordination when opening it at sea.

The cockpit is a great space but might feel exposed in heavy weather .

The huge, elk-hide covered helm means you can sit to leeward watching the tell-tails whilst you sail past your competitors.

Those setting off across the Atlantic may want to make modifications such as adding a spinnaker pole and a removable inner-forestay.

I suspect the powerful, fully battened mainsail will be a handful on long downwind passages, albeit huge fun if you can keep up with the pace.

She’s a bit racy to be a blue-water cruiser, but the build quality is there and she’ll be more than capable of ocean crossings if sailed sympathetically.

The Najad 460 can easily be managed shorthanded. Credit: Najad Yachts of Sweden/SE Yachts

If you crossed all three other boats together, you might end up with the Najad 460.

Like the Rassy, it has a 15 tonne displacement, centre-cockpit, and master aft cabin.

Like the Sweden it has a slightly flatter forefoot with spade rudder, deep fin and bulb keel and a big mainsail.

Like the Malo 46, smaller production runs allowed for interior joinery and construction standards that are a notch above the rest.

And if the standard fit out isn’t sophisticated enough, there’s the Aphrodite version with mahogany coachroof, wooden wheel and interior which looks like you’ve stepped into a classic wooden yacht.

The stand-out feature of the Najad is the aft cabin: there’s lots of natural light, the island bed has a proper headboard at the aft end where you can both sit up and read.

The engine bay is another triumph: it’s practically an extra cabin, giving unrivalled access for servicing.

The saloon has slightly less seating than the Malo 46, but it’s probably a price worth paying for space in other areas.

There are several layout options which offer single and twin bunks which is very useful on ocean crossings where additional crew don’t often come as couples.

Running backstays mean you can set her up as a true cutter rig if you want to, maybe even converting the removable inner forestay into a permanent one.

The spade rudder will be a detraction for some given the prominent role steerage problems play in abandonments.

However, as far as living on board and sailing goes, she is snapping at the heels of her competitors.

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Malö Yachts Malö 42

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3 Swedish Bluewater Cruisers

• By Darrell Nicholson
• Updated: April 30, 2003

If you’re hunting for a cruising sailboat that won’t limit your horizons, you’d do well to drop in on Orust. The largest island on the western coast of Sweden, Orust covers a mere 45 square miles and has only about 16,000 residents. Yet the island produces more than 50 percent of Sweden’s sailboat exports; roughly half of the island’s tradesmen build sailboats. In other words, sailboats are serious business on Orust.

Among the latest crop of boats coming from Orust were three new models that I sailed last fall on Chesapeake Bay: the Hallberg-Rassy 43, the Malö 41, and the Najad 460, all products of yards just a short distance apart from each other. Stoutly built and well appointed, they share many similar elements—ample freeboard, glass windscreens, superior joinery, and teak decks are among the most obvious parallels. Yet each maker has successfully found its own subtle niche.

While each of the three had its own strengths, for the whole package the HR 43 was named CW’s 2003 Overall Boat of the Year.

Hallberg-Rassy Hits New Level

Anytime Hallberg-Rassy introduces a new model in the 40-foot range, it’s certain to draw interest from the serious cruiser. One of the boat’s strongest points is its deck layout and its all-around ease of use, reflecting a good notion of what works and what doesn’t. From the anchor windlass to the teak-covered boarding steps, the boat is assembled with user-friendliness in mind. With teak handholds inboard along the cabin top and rugged stanchions and bulwarks outboard, the boat makes movement on deck as surefooted as it is in the relatively deep well of the cockpit. Pulpits at the mast make halyard duty safe and simple.

Handling was notably straightforward on the boat I sailed because of the in-mast roller furling. The performance with a furling main—which reduces overall sail area in comparison with a full-batten mainsail or with the standard partial-batten mainsail—was surprisingly sharp.

Our judges gave much of the credit for the improved performance of this boat, in comparison with Hallberg-Rassys of a generation ago, to the designer Germán Frers, who since 1988 has been applying to Hallberg-Rassy’s cruising line knowledge gained from his experience designing boats for the America’s Cup and the Whitbread/Volvo Ocean race. “She was a very solid vessel,” said CW technical editor and Boat of the Year judge Ralph Naranjo. “There was no flex, no groan, no distortion to the hull. This is essential for a deck-stepped spar, which she had. It’s a beefy discontinuous rig.”

John Albertine of Freestate Yacht Brokerage and I hopped aboard the HR 43 in Edgewater, Maryland, just as the dark sky opened up. With a cambered hard dodger that joined the windscreen, her cockpit provides a cozy refuge when weather sets in.

Bound for Annapolis, we powered around Thomas Point Light with the new D2-55 55-horsepower Volvo quietly ushering us into 12 knots of wind at 7.0 knots at 2,400 rpm. Based on a Perkins block, this is a high-torque engine that runs at lower rpm than the Yanmars. With the autopilot engaged, we dipped beneath the hard dodger and watched the rain bead up on the windscreen.

Once round the point, the main went up, and we motorsailed through square chop at 7 knots with very little pounding. Even below in the V-berth, the ride was agreeable. Additional bulkheads beneath the bunk and forward provide reinforcement here, and an elegantly curved wooden partition between the berths adds eye appeal.

A few miles south of the Severn River, we unfurled the working jib and started tacking against the wind and tide in gusty breezes of 12 to 15 knots. Like the Najad, the Hallberg-Rassy’s mainsheet traveler runs aft of the cockpit. The setup puts the helmsman right at the mainsheet and within reach of the jib sheet. The boat didn’t hurtle through the tacks; she accelerated well in the gusts and tracked nicely.

She easily held 7 knots and tacked through 90 degrees, and in some of the stronger gusts an insistent weather helm beckoned a reef. But rather than taking in sail, we bore off on a reach and enjoyed the ride. The boat quickly flattened out and picked up steam, with the knot log hovering at just under 8 knots—delightful for a boat that favors seakeeping ability over speed and doesn’t skimp on comforts belowdecks. A fold-down step at the helm seat allowed me to peek over the top of the hard dodger, which is right at eye level for people of average height.

The double-cabin arrangement offers fine accommodations no matter which end of the boat you bunk in. One disappointment was that some of the cushions were only covered on three sides, with the material stapled to plywood backs. Each cabin has its own head and separate shower and ample storage space. Hatches and cowls over both cabins allow plenty of air below, and the main-cabin layout, featuring a drop-leaf table, allows quick passage fore and aft—no steps to negotiate or furniture to squeeze past.

Benefiting from long experience in building world cruisers—Hallberg-Rassy sold hull number 8,000 last year—this yard has a firm grasp of ideal installations and systems for cruising. Ralph praised the Whitlock steering and the self-launching ground-tackle system. Of the latter he said, “This was one of the few that when you push the button for the anchor to go down, it goes down automatically. You didn’t have to push the anchor off the roller.”

The construction details show similar consideration. The hull is built in two halves that are joined along the centerline, and overlapping laminate joins the hull and deck. A rugged integral rubbing strake runs the length of the hull. The hull is solid laminate below the waterline, with sandwich-construction Divinycell PVC foam above the waterline.

The judges found few minuses on the HR 43. Sailmaker and BOTY judge Carol Hasse recommended line guards for the dorade vents. Ralph felt that the primary winches were located too close to the dodger to allow adequate clearance. The battery compartment’s vent was located low in the stern, exposed to a breaking sea; Skip Moyer, a CW BOTY judge and past president of the American Boat & Yacht Council, suggested moving it to a less vulnerable location. One item needed immediate attention: In reverse, the combination throttle and shift lever blocked the spokes of the wheel, interfering with steering when in reverse. Lastly, the mast step should be pinned at the step, in accordance with ORC regulations and good seamanship.

A Stunning Interior

Of the three boats, the Malö 41 is immediately distinguishable by its aft cockpit and Targa-style arch, which accommodates the mainsheet traveler. The arch preserves the advantages of an end-of-boom sheeting arrangement with few compromises. Although the 19-inch-long track for the mainsheet traveler is relatively short, it doesn’t impinge on cockpit space, and a rigid Seldén vang allows for fine trim on all points of sail. The mainsheet leads to a winch that’s mounted within reach of the helmsman.

The arch also provides a convenient support for a soft or hard dodger, a bimini top, or a full canvas cockpit enclosure for inclement climes. The curved glass of the Malö 41 sets it apart from its peers, as does the oversized, 30-millimeter stainless-steel tubing for stanchions and pulpits. It’s the only boat of the three that offers a shoal-draft option. “In terms of beauty and function and storage and ease of maintenance, this was among the best of any of the boats we saw this year,” said Carol. All three boats feature teak decks fastened over cored decks, something the BOTY judges didn’t like, but the builders go to great extremes to protect against water penetration. Most of the Malö’s deck hardware is bolted through fiberglass riser pads, not teak, leaving no path for moisture to reach the core. Where these risers occur, solid laminate replaces core; in some places, the hardware is bolted into aluminum flat stock encapsulated in the deck, eliminating through-deck penetrations. Owners have a choice of balsa or Divinycell core in the deck as well as the hull.

The hull is hand-laid solid glass below the boot stripe and balsa-core sandwich construction above. A molded rubstrake with an aluminum cap protects the hull. Three watertight compartments forward provide reassurance in the event of a collision. The main bulkhead, which acts as a ring frame, handles compression loads from the deck-stepped mast. Chainplates are bolted into long, solid-glass knees tabbed to the hull. Rig details include a split backstay (opening up access to the transom swim platform) and a removable inner forestay for a staysail or storm jib.

Malö, in business since 1939, builds fewer than 40 boats each year, and the yard encourages owner input, particularly regarding interior details. This flexibility is even more impressive when one considers that the hull/deck joint is bedded in 3M 5200, through-bolted, then glassed over. This bulletproof hull/deck joint requires that all machinery, equipment, furnishings, and independent tanks enter through the main companionway—a boon to the owner when the time comes to replace or service these items.

The options extend to the profile, as Malö offers two different transom shapes and two versions of each. The “classic” counter stern offers the advantage of added storage in the fantail lockers and an optional fold-down dive platform and swim ladder. Evoking a sleeker look, the reverse-counter version is available with or without an integral bathing platform and access steps.

The full hull sections never really turn flat, so the boat feels big for a 41-footer, both on deck and below. Malö offers four different interior arrangements, although these also can be modified to taste. The boat I sailed featured an L-shaped galley to port that was rich with nifty features, a convenient head and nav station to starboard, a well-lit saloon, a roomy V-berth and adjoining head forward, and a comfortable double cabin aft to port. A cruising sailor looking for an extra sea berth might choose the settee to starboard in lieu of the two armchairs featured on the version I sailed. Comparing the superior joinery work to that of a finely crafted piano, the BOTY judges regarded the Malö’s satin-finished mahogany interior as the finest of the three boats.

The boat’s onboard systems earned similar praise. “From an engineering perspective, engine access and installation were superb,” said Skip . “The raw-water strainer was under the sole by the galley, where you could get to it easily. The fuel filter was right under the companionway steps.”

A notable engine-installation detail on the Malö is the Aqua Drive, also used on the Najad and the Hallberg-Rassy. The flexible drive connection isolates the engine from the prop shaft, canceling alignment problems and allowing the engine to be installed on softer mounts, reducing vibration. With the 75-horsepower turbocharged Yanmar purring at 2,500 rpm, about 70 percent of its rated rpm, the Malö powered at 7.2 knots in smooth water. In reverse, the Flex-O-Fold propeller quickly stopped the boat; goosing the throttle in forward brought the boat quickly to her feet again. The optional bow thruster enabled the boat to shoehorn out of a tight slip that would require many boats her size to rely on warps.

In 8 to 10 knots of wind on Chesapeake Bay, I sailed the classic-deck version with a conventional full-batten main and a 140-percent roller-furling genoa. The Whitlock rod-linkage steering system, combined with a responsive underbody, gave an impression of nimbleness that was surprising for a boat that felt so solid underfoot. We tacked well through about 90 degrees; when cracked off the wind, the boat held about 6.8 knots with a desirable touch of weather helm.

The Malö had only a few items I’d wish to see changed. The boat I sailed had an anchor bow roller through the stem; although it made for a clean foredeck, for security in a dicey anchorage I’d prefer the optional deck-mounted twin roller. Carol recommended upgrading to a different release system for the removable inner forestay, one that didn’t leave such a prominent toe-stubber on deck and allowed the stay to be tensioned when a sail was set. In the cockpit, the proximity of the secondary winches to the primaries made it hard to operate both at the same time.

The Malö 41 is by the strictest measure a bluewater voyager that will go anywhere in comfort—no matter how cold or ugly the day. As sailed, the boat lists at $375,000.

A Najad for All Seasons

Stepping up from the smaller Malö to the 46-foot Najad 460 offers a lesson in the difference a few extra feet can make. This center-cockpit sloop makes good use of the additional interior volume as well as the long waterline that guarantees faster passages.

The potential of this Najad (pronounced NIGH-add) for devouring miles became obvious once we cleared Spider Light, outside the Severn River: The boat held a consistent 6.8 knots with the apparent wind at 17 knots. When reaching, she averaged over 8 knots, surging to 8.8 knots in the gusts. The boat tacked quickly and balanced well at 45 degrees to the true wind. Without considering its advantageous longer waterline, I felt that the Najad—with a finer bow and flatter underbody—was the best performer of the three. It helps that the hull lines were drawn by the Judel/ Vro-lijk design firm; Rolf Vrolijk was Alinghi’s lead designer for its 2003 America’s Cup program. Under power, the 100-horsepower Yanmar with a Flex-0-Fold prop pushed the boat at 7.8 knots at 2,800 rpm in relatively flat water. At a fuel-sipping 2,200 rpm, the boat cruised at 7 knots. Maneuvering under power with the Whitlock steering was impeccable.

“This boat had all the right hardware in all the right places,” said Ralph. “It had a big forepeak hatch that you could actually stuff sails into. And it also had a great rig package.”

The twin bow roller at the stemhead for handling ground tackle was robust and well designed, and the electric-windlass installation kept the motor completely sealed from the salt air yet fully accessible from belowdecks for servicing. Details of the stanchion bases illustrate the builder’s focus on deck integrity: Concealed beneath the teak caprail, the flat bases are bolted through solid laminate at the hull/deck joint, resulting in a watertight seal.

A double-ended mainsheet that leads to a traveler aft of the cockpit allows the boat to be sailed easily from the helm. One end of the mainsheet leads through a line stopper to a winch on the port coaming; the other mirrors this route on the opposite side. The helmsman positioned on the leeward side is within easy reach of the genoa sheet, the mainsheet, and the traveler.

With an Espar forced-air heating system, a well-insulated hull, and the option for canvas that fully encloses the cockpit, the boat I sailed was suited for all sorts of unsavory tasks in high latitudes. But in minding the sunnier desires most sane folks share, Najad also gives ventilation a high priority. With six dorade vents, five deck hatches, and 12 portlights, the boat is designed to catch breezes whether the boat is under way, at anchor, or in a slip. The center-cockpit arrangement allowed for a large opening hatch and two dorade vents over the aft cabin, often a stagnant corner in some boats.

The well-lit and insulated engine compartment allows easy access to all vital service points on both the engine and an optional generator and plenty of room to work. Skip called the nearly walk-in engine room “a work of art.”

Belowdecks, the Najad offers a choice of three flexible layouts. The boat I sailed had a modified “B” plan, with a U-shaped galley to starboard and a settee that could double as a sea berth forward of that. The forward-facing nav station occupied the port side, adjacent to an L-shaped dinette. Well suited for family cruising, the boat I sailed had two separate cabins forward of the mast that could comfortably accommodate four people: two in bunks in a snug starboard cabin, two in a V-berth forward. A well-appointed head with separate shower served these two cabins. Other options for the bow area feature a more spacious forward berth, a small settee, and additional storage in lieu of the bunk cabin.

The aft cabin allowed ample headroom in which to move around and had a small settee, plenty of storage, and its own separate head and shower. The comfortable interior is warm and elegant, done in unstained African mahogany with a teak-and-holly sole. It lacks nothing in such seagoing details as fiddles, handholds, and sea berths.

The hull is a hand-laid sandwich construction using Divinycell core, multiaxial fiberglass, and ISO polyester with NGA gelcoat to protect against osmosis. The bilge is reinforced with a longitudinal and transverse floor-plate construction, which supports the mast, engine base, tanks, and cabin soles. The mast is keel stepped and cleverly hidden in joinery work with access panels that allow inspection. The builder stresses the benefits of its additional longitudinal stringers in the hull. Like the Malö, the Najad has a rugged hull/deck joint, one that’s glued, bolted, and glassed together, effectively making the hull of the boat a monocoque structure.

Shortcomings in the Najad were few. The master AC breakers were in a sealed box in a cockpit locker that will inevitably see some dampness, and the DC fuses were located in a dark spot under the nav seat. Skip suggested locating the DC fuses where they’re more visible and less likely to be inadvertently bumped. The fittings on the propane tank showed obvious signs of corrosion, suggesting that the locker aft was either getting inordinately wet or not draining properly. The drains on these lockers have since been enlarged, and Najad will locate the master AC breakers belowdecks by request.

For the cruiser who needs the extra living space without sacrificing performance, this is one Swede worth a very close look.

If you were searching for a great cruising boat and you narrowed it down to these three, you needn’t worry about making a wrong decision. At the end of the day, a boat is only as good as the people behind it. And they take sailboats seriously on the island of Orust.

Darrell Nicholson is Cruising World’s senior editor.

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MALO 42 for sale

MALÖ 42 FOR SALE Built by Malö Yachts AB, Kungsviken, Sweden in 1996 GRP insulated hull with encapsulated lead keel, finished with hand laid teak deck

The Malo 42 is known for their sea worthiness, bespoke fit to owner preference, and very high quality build and design. This beautifully main tend example of a 1996 Malö 42 shows all the characteristics of a safe, stable, true long range cruiser. With her spacious interior, beautiful finish, and her fit of offshore cruising (water maker, generator, cruising chute, and spinnaker), ROULETTA is ready in every respect for the coming season. Easily handled by a husband and wife team, be it a short passage around the coast, or a longer stretch round to the Mediterranean and trans-Atlantic and beyond, she is a serious choice for serious sailors. She offers generous accommodation for her crew, she has a good sized cockpit to compliment a spacious social area below. Very well equipped, this yacht has been very well looked after and maintained by her current owner. For sale as owners moving to larger yacht.

Viewing is highly recommended as these yachts do not come onto the market frequently and we are sure she will sell very quickly.

Asking price Euros 174,950 EU taxes paid

Location, Dingle, Ireland

For more information or to arrange viewing please contact Tim Quinlan at [email protected] or mobile 00 44 7341 12 77 55

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