470 sailboat specs

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470 SPEED GUIDE BY SÎME FANTELA

Who sails the 470.

What does it take to be successful in the 470?

Who does what on the boat, what are the keys to rig set-up, what are the keys to rig tuning.

Upwind Sailing

Where does each person sit on a 470 in light air, what are the key changes in different conditions, what do you focus on when trimming the 470 main, what do you focus on when trimming the 470 jib, what are the key adjustments to make when wind and sea state increase, any other advice about gear changing in a 470, what's the typical conversation between 470 helm and crew.

Downwind Sailing

What 470 spinnaker would you recommend, where does each person sit in a 470 downwind, what are the key adjustments to make sailing downwind, what’s the most important thing about 470 trimming downwind in light air, what’s the most important thing about 470 trimming downwind in heavy air, what is a typical conversation downwind.

• What mode do we want to achieve (high and fast, or low and slow)?
• Is the Oscar flag up so we are allowed to pump?

Any special considerations to sail the 470 well downwind?

Boat Handling

Top three tips to starting a 470 well.

• Try to keep the flow on the rudder and centerboard as long as you can. Once you lose that, it can take some time to attach again.
• Always fight for space down to leeward. If you don't have enough, you're not going to survive the first 100 meters.
• Identify the last possible moment for a double tack. And whether you double-tack or not, know the right time for good acceleration and the right exit angle.

Any tips for 470 downspeed boat handling?

What is the most common mistake when tacking a 470, what does each person do in a tack, key tip for good light-air tacks in a 470, key tip for good heavy-air tacks, key tip for good light-air jibes, key tip for good heavy-air jibes, what’s the best way to set a 470 spinnaker who does what.

• Come in off the trapeze wire.
• Take the spinnaker tack out of the spinnaker bag with one hand, while pulling on the windward barber-hauler/twing with the other hand.
• Hook the pole to the sheet, topping lift, and mast - Jaws up!

What’s the key to a good 470 spinnaker takedown?

Personal Tip: We always have a windward takedown, because we have a storage bag on each side of the boat.

Doing a 720 penalty turn is slow. What are the keys to minimizing the pain?

How easily does the 470 broach or capsize, how do you recover from a 470 capsize, what are the most common boat helming mistakes made in the 470 class, any suggestions for drills to improve 470 boat handling.

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• Sailboat Reviews

Catalina 470

Although it conforms to ce ratings for ocean sailing, this boat is better suited for coastal cruising in comfort and short offshore passages. it's got a great set of layout options for living aboard..

We’ve been soaked to the bone while racing Catalina’s most popular model, a 27-footer on which we crewed in a San Francisco one-design fleet. We’ve raced down the Baja coast steering a squirrelly 38-footer under a masthead kite while winning class honors in the Newport-Ensenada race. Over the years, we’ve sailed and reviewed quite a few Catalinas, and have noted two central characteristics of these boats: They have a pretty good turn of speed and spacious accommodations. We’ve also noted that the company’s mass production techniques occasionally reflect a lack of attention to detail in the fit and finish of joinery.

It has also been impossible to miss the fact that Catalina owners are a ferociously loyal lot who tend to shrug off minor shortcomings by saying “Hey, it ain’t supposed to be a Rolls Royce.”

With the introduction of the Catalina 470 in 1998, the company announced an effort to upgrade the quality of the fit and finish without changing its pricing practices. It also added a legitimate performance cruiser to dealer showrooms. More than 200 of these boats have been delivered already. That’s an amazing production run for a boat of this size in an economy this wobbly. Price-wise, Catalina can keep competing when other, higher-end boatbuilders are startting to duck and cover.

Company History Frank Butler, who founded Catalina Yachts 30 years ago, has always contended that his boats provide owners with good value, and this is true. The company’s product line spans the sailing universe; it offers boats ranging in size from the Capri 22, a daysailor, to the 47-footer described here.

Mindful of the occasional barb about quality control, Gerry Douglas, Catalina’s vice president, chief engineer, and Butler’s right-hand man for two decades, says, “Our owners don’t mind adding that extra layer of varnish. They’re very hands-on, and like to tinker on their boats. I like to think that we’ve given them a stable platform on which they can safely sail anywhere at an affordable price.”

While conducting an inspection and test sail of the 470, Douglas said, “We’ve gone up a notch with this boat, and introduced features that we’ll begin adding to all of our boats 38 feet and longer. There’s also a higher level of sophistication in systems, construction, and finish.

“We designed the boat to appeal to fairly experienced sailors who are comparison shoppers. For many, this will be a crossover boat—for people moving up from 40-footers, and people switching to Catalina from other brands. The typical buyers are 55 to 60 years old, perhaps semi-retired. They want performance, to cruise under sail, not power. They have a wish list with regard to accommodations. Systems are very important.”

Design/Appearance Overall, the hull is nicely proportioned, with a nearly flat sheer that runs to the down-curved stern sections. The 14-foot beam is moderate for a modern 47-footer, and runs well aft, almost to the transom area. This adds some initial stability as well as interior volume aft. The straight sheerline works well with the house, which carries long, narrow ports to produce an illusion of movement. Though she carries huge interior volume, she does not appear clunky.

According to Gerry Douglas, the hull is easily driven with the moderate sailplan, and doesn’t pound in a seaway. We weren’t able to sail her in lumpy enough conditions to confirm that, but she did behave well during our test sail.

Underbody appendages are a 7’10” fin keel or optional shoal draft keel with winglets 30 percent aft of the leading edge. Rudder and keel are elliptically shaped.

“A cockpit should be long enough to sleep in,” says Douglas. As a consequence, seats in the 470 cockpit are 6’2″ inches long, with 11″ backrests. The 39″ long cockpit table seats four, and has a built-in storage bin and molded cup holders.

Unlike any other arrangement we’ve seen, the electrical system for shore power is split between three separate connectors. According to Douglas, this is “so that owners can use smaller cords than those heavy, unwieldy brutes.”

Deck Layout The deck layout is designed for couples who prefer to sail alone without having to maintain a physical fitness routine in order to manage the 1,010 square feet of canvas she flies. Most boats are equipped with furling mainsail systems and oversized electric winches for halyards and mainsail controls. “I don’t think we can have too large a winch,” Douglas says.

Add the Dutchman sail flaking system that comes as standard equipment, and the boat could even be singlehanded in a pinch.

The layout of deck gear is typical of the today’s production boats and the fact that older sailors don’t want to work forward of the cockpit in unruly seas. Internal halyards and sail controls are led aft to Harken 44 two- speed winches and Lewmar rope clutches. Primary winches are Harken 66 two-speed self-tailers.

Catalina continues to rely on Garhauer to provide most of the boat’s blocks, as well as a stainless steel vang. The roller furler is a Schaefer 3100. Standard equipment also includes a Maxwell 1200 windlass.

In addition to contributing to the boat’s appearance, ten Lewmar ports, including two in the cockpit, allow light and fresh air to penetrate spaces belowdecks. Deck hatches are Lewmar low-profile Ocean series.

Despite the boat’s size, and potential use on blue water, the double- spreader rig is stepped on deck. To avoid damaging the deck coring, it sits atop a 1/2″ thick aluminum plate welded to the top of a 5-1/2″ inch diameter compression post. “It’s all metal to metal,” Douglas says.

It’s true that there are plenty of boats with deck-stepped masts sailing successfully offshore, including the Hallberg-Rassy 42, which we reviewed in May of this year. Every time we say we prefer keel-stepped masts for offshore work, we get angry letters—not from the boatbuilders, but from readers who have deck-stepped masts. So be it. We believe keel-stepped masts are ultimately safer, even if they’re noiser, leakier, and more obtrusive belowdecks. Offshore, if something fails, they’re less likely to topple over wholesale—the “buried root” tends to preserve them—and if they do break, they usually leave something sticking through the deck to which a jury rig can be attached. As we noted in the HR42 review, the butt of a keel-stepped mast needs to be secured to the step.

From the standpoint of comfort and safety, handrails recessed below the cabintop prevent bruised legs when the crew is seated without impairing their ability to find a handhold. Three pre-molded indexes under the boom are designed to house an eight-person life raft in a handy, out of the way location. Stanchions are 29″ high, and shroud bases are set in close to the cabintop, which allows close sheeting angles and makes travel between cockpit and foredeck easier.

On boats this size, Douglas considers redundancy in major systems a key element of the design. As a result, the two-wheel steering system is a product of a collaboration between Catalina and Edson. “The entire system is redundant,” says Douglas. ” There are no shared cables or wheels. Each steering wheel has a separate cable system, so if one is lost the other will still function.”

Accommodations Though there’s nothing earthshaking about the general design of spaces belowdecks, the 14-foot beam produces 11 feet of room amidships, continuing Catalina’s tradition of maximizing living spaces.

Improvements in the quality of the interior are subtle. Multiple layers of smooth satin varnish are hand-laid on wood surfaces. The edges of cabinetry, doors and corners, where wear or abrasion may be noticeable, are made of solid teak to prevent blemishes. Lockers and cabinets are fitted with lights that automatically turn on when doors open. Since Catalina now builds cushions in-house, berths are supplied with 7″ thick residential-grade mattresses with powder-coated springs that prevent rust marks on bedding. All of the cabinetry hardware is provided by one company, so replacement of damaged equipment is a small task.

Owners can select stateroom layouts from three optional configurations. In the standard two-stateroom configuration, the forward cabin houses a Pullman berth and shower compartment in an area large enough to house a washer and dryer combination. Aft is a queen-sized bunk on an island. As an alternative, layout No. 2 splits the aft section of the boat into two cabins, each with its own head compartment. An island berth in the forward cabin is an option in this configuration. The third layout offers the option to remove cabinetry from the port stateroom to convert the space into an enclosed workshop. Nice idea!

Headroom in the saloon is 7′ 4″, and length on the centerline approximately 11′ 6″. Seven ports on each side of the hull, and 11 Halogen lights in the saloon and galley, produce a bright space, even on foggy day.

Seven companionway steps cover the engine. Since the cover is a bulky fiberglass box with an aluminum frame, the addition of a gas piston spring that holds the section upright is a helpful addition. Once that’s elevated, access to the sides and front of the Yanmar engine, fuel and water filters, is excellent.

“To prevent contamination, and monitor consumption, boats are equipped with two separate fuel systems and five water tanks,” says Douglas. “If one goes bad, no more than 20 percent of the supply will be lost. There are two independent waste systems. Tanks, hoses, and through-hulls operate independently.”

Though the boat is not intended for use in a charter fleet, tanks are thick enough to meet charter regulations. “We did that because it would be more difficult to change in the future.”

Creature comforts in the main cabin include a C-shaped settee with seating for six to eight adults around a highly polished table. Stowage below the settee is in a watertight compartment, eliminating the risk of bilge water penetrating stores.

Depending upon owner preference, seating to starboard may be on a 6′ 6″ bench with space below for 50 gallons of fuel, or on two upholstered swiveling chairs.

On a boat of this size, there should be plenty of room for the navigator, and Catalina does a good job in this regard. The 470 is equipped with a proper chart-sized table and room for electronics. Forward of the nav table there’s a slide-out table for a TV/VHS combination, radio, and Sony CD changer, all of which are standard equipment. Circuit breakers on the electrical panel are illuminated—a real plus after sunset.

It’s axiomatic that bigger boats have bigger galleys, and the 470 is no exception. Located to port, it offers a chef plenty of elbow room, counter space, and a portlight outboard that provides a view. Counters are constructed of Grancoat®, a tough fiberglass material that’s easy to maintain. A dry locker that could be converted to a refrigerator is located outboard to port, and a cabinet with glass doors is located on the aft bulkhead. The stove is a three-burner Princess with oven and a stainless steel hood fitted with halogen light. A microwave stored in a cutout will accelerate prep time of hot drinks for the midnight watch crew.

In all, living quarters are spacious and well-organized, and fit and finish are a cut above her predecessors.

Construction This Catalina is built at the company’s Florida factory. A completed boat consists of four components: the hull; a structural grid liner that absorbs and diffuses chainplate and mast loads and houses the engine bed; a liner running from bow to stern that does not provide any structural support but forms furniture, beds and cabinets; and, finally, the deck.

The hull to a point 6″ above the waterline is solid fiberglass impregnated with vinylester resin in the skin coat. The lamination schedule calls for hand-laying 2-oz. chop and 8 layers of mat and roving to produce a 1″ thick bottom. Topsides are cored with Baltec AL 600 balsa. A collision bulkhead at the aft end of the anchor locker fills the area between the deck and bottom of the hull; it is glassed to the hull.

The deck is constructed of layers of chop, mat, and roving cored with 1/2″ thick balsa. Pre-tapped, 3/8″ thick aluminum plates are bedded in areas where deck hardware will be installed.

Chainplates also show a new design, not used on any other Catalina models. Says Gerry Douglas, “It’s a ball- and-socket arrangement that locates chainplates through a round hole in the deck, rather than a slot. This method spreads loads, and they are perfectly bonded so there’s no problem with leaks. They are also self-aligning.” (Leaky chainplates have been a common source of criticism for Catalina yachts.)

Despite being a relatively complicated boat, most wiring and plumbing runs are easily accessible under floorboards and seat covers, and color coded for identification. Wiring runs are in half-round PVC bonded to the hull. A 118-page owner’s manual provides schematics of all of the boat’s mechanical systems, and should help to make most things clear even to those who may be “mechanically challenged.”

Performance Invited aboard by Douglas and Seattle dealer Carl Rafello, we tested the 470 on a fall afternoon in which predicted 10-15 knot winds did not materialize. However, we did ferret out the 470’s personality in 6-8 knot winds. In that light air she performed well enough to sneak into our definition of “performance cruiser,” although that phrase is amorphous enough to include a lot of boats in different conditions.

Her rated sail area of 1,010 square feet (100% foretriangle), combined with her wing-keel configuration displacement of 26,500 lbs., gives her a SA/D ratio of 14.01—in the lower ranges of what we might hope for in the horsepower department. Change to a fin keel and she immediately drops 1,800 pounds of displacement; add the optional taller rig for sailing in predominately light winds, and SA increases to 1,092 square feet. This combination allows a SA/D of 18.9, a much more blood-stirring figure. In that configuration, the D/L drops to 160, and she actually ends up in the upper reaches of the light-displacement category.

Sailing with the standard rig and fin keel under a 135-percent genoa, we recorded 5-6 knots of boatspeed off the breeze. Upwind, when pressed, she could sail within about 40 degrees of the apparent wind without loss of speed. Our upwind and downwind boatspeeds were about the same in that breeze. The helm is light, sight lines from both wheels are excellent, and our test boat tacked easily through about 90 degrees.

The limit of positive stability (LPS) of the 470 is listed at 126 degrees, which is within the acceptable range for offshore boats, and in fact she’s rated as a Category A (“Ocean”) cruiser under CE requirements. While we don’t doubt the boat’s essential structural integrity, or that she could cross an ocean in the right hands, she’s really not set up for that. (For example, aside from the mast issue, there are no sea berths, which might be OK on a downwind sail to Hawaii, but wouldn’t be too great on a long starboard tack to Bermuda.)

Conclusion Our test provided, at best, a hint of the performance potential of this boat. Nonetheless, given proper conditions we would expect her to sail at her calculated hull speed of 8.5 knots.

A prospective buyer must carefully evaluate typical conditions in the area where the boat will be sailed, and match sail area and keel configuration accordingly. The deep-keel, tall-rig combination will certainly maximize the boat’s performance. (Those are big jumps in both SA/D and D/L numbers up there.) Given deep enough home waters, this would be the way to go. With that set-up, we could expect her to record 150-200 mile days off the wind under a cruising kite.

Well-conceived mechanical systems make the 470 easy to sail. Be aware, though, that there are of lot of these systems, from the dual steering to the rather complex lighting and entertainment wiring. The harder you sail this boat, the more scrutiny and maintenance these systems will require.

In terms of creature comfort, the boat is excellent—spacious on deck and gracious below. Her list of standard equipment is extensive; add electronics and a 150% genoa, and stores, and she’ll be ready for a coastal cruise. Add electric winches and a mainsail furling system, and the task becomes easier (although more complicated).

Following the company’s philosophy, the 470 is moderately priced at $265,510 (FOB Largo), in the ballpark with similarly sized production boats like the Beneteau 473, priced at $231,000. (Close scrutiny of the list of standard gear is necessary for a complete comparison of pricing.)

The strengths of the 470 lie exactly where Gerry Douglas placed them for his potential market: She’s set up very intelligently for coastal cruising, living aboard, and the occasional coastal hop of a few hundred miles in offshore conditions. That’s plenty to ask of a production boat of this size and price, and the 470 seems to answer those demands nicely. She also comes with a devoted support network of owners.

Contact- Catalina Yachts, 818/884-7700, www.catalinayachts.com .

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Harnessing technical, tactical and athletic performance, all in one package. 

Since our first build in 1993, a Mackay built 470 has helped produce Olympic glory and world champion sailors year on year.

Find out more in the Features section below

Specifications

Hull Length                            4.7

Beam Length                        1.7

Mainsail Area                       9.45 m2

Headsail Area                       3.59 m2

Spinnaker Area                    12.16 m2

Boat Weight                          120 kg

Number of Trapeze             Single

Year of status                        1969

Type                                       Centreboard Boat

No. of Crew                           2

Opt Crew Weight                 110 - 145

Hull Material                         GRP

The 470 is a double handed, mixed crew Olympic yacht.

470 Class Association website :  http://www.470.org/

The 470 is a light and narrow boat (length 4.7m and beam 1.7m with a weight of 120kg), that responds easily and immediately to body movement. 

The skipper is normally smaller and lighter (1.65m to 1.8m and 55kg to 65kg) and the crew is taller (1.75m to 1.85m yet only 65kg -75kg). The crew's build lets him or her hang far out on the trapeze to keep the boat level in all conditions.

Since our first build in 1993, a Mackay built 470 has helped produce Olympic glory and world champion sailors year on year. Over the years we have refined our knowledge on what makes this boat go fast.

Our boats have a reputation for high strength and stiffness . We focus on these two areas so that the boat will hold high rig tension and not flex in the bow and mid sections.

It also means that the tune of the boat will not change through a season of racing so that the rig tensions and mast bends will not alter as the season progresses.

In 2018 we produced a new mould which we believe is the ultimate for a mixed crew combination heading to Paris 2024.

The mould is designed to maximise the energy from body pumping while also making the boat easy to sail. It was designed with help from sailors, Nathan Wilmont and Jo Aleh, who worked alongside our navel architect, Kevin Trotter.

Part of the success with our latest design comes from adding a little bouyancy in the back of the boat which will make it easier to steer in waves and easier to catch small waves downwind. Bouyancy is also added in the front to balance the changes in the stern.

All of the ribs on our boats are vacuum clamped foam with chopped mat and uni-directional rovings on top. We obtain extra strength from the rigidity of the foam itself.

The construction techniques we use give greater longevity and therefore eliminate the need to replace the boat every year or two. We believe that our construction techniques are as advanced as allowed by the rules.

The building process also involves a considerable amount of custom workmanship. We concentrate on building fewer boats but of a very high quality. We have placed the greatest importance on workmanship,  care and attention to detail.

International 470 Class History

In 1963, French architect Andre Cornu designed the two-handed centerboard boat as a modern high performance fiberglass planing dinghy which could be sailed by anyone. And the craft so influenced European sailing that the 470 is directly credited with drawing new sailors to the sport during the 1960s and '70s.

The 470 has been an Olympic class boat since 1976. It is sailed today for both family recreation and superior competition by more than 30,000 sailors in 42 countries worldwide. 

In 1988, women officially entered Olympic sailing competition with the first-ever 470 Women's event. This boat is especially well-suited to women's competition because of its light weight, maneuverability and light crew weight requirement.

Click here to view more information on the history of the 470.

470: Recent Success for Mackay Boats

470: The history of its success

Can mackay's customise the layout of the boat.

Yes. Nearly all 470 are customised to suit your own preferences.

What can be customised?

We offer options for most control systems on the boats. Go to our 470 order form to see the options available. International 470 Package - Mackay Boats - NZL

Can you do other fitout options not on the list?

Yes. Many teams send us pictures with their own personal systems for us to copy.

What fitout options do the top crews choose?

All teams have something slightly different, but generally most top teams choose the continuous rig tension system (Option c) , the 4:1 up  with 2:1 down centreboard system (Option a) and the carbon jib brackets. These are the only 2 systems that most top teams have in common.

How to do a gelcoat repair?

Small gel coat repairs are relatively easy to do. 

What is Gelcoat made up of?

Gelcoat is a polyester product that is cured by using a catalyst called MEKP. (Methyl Ethyl Ketone Peroxide)

MEKP is a dangerous substance and should be treated as such when using, being very careful not to get any on your skin or in your eyes.

How can I get the catalyst - MERK?

We cannot ship MEKP so you will always need to buy it separately from your local marine store or fibreglass manufacturer.

How much MERK do I need?

The amount of Catalyst varies depending on the conditions you are using it in, but around 2%-3% will always work.

It is best to use a small syringe or dropper to get the required catalyst rate.

If you have mixed 100gm of gelcoat, then you are aiming for 2ml of catalyst.

What are the Gelcoat colours?

Gelcoats colours are not always a 100% perfect match.

Colour will vary depending on the depth of the repair and the batch.

470  White-  LS30    White PA 337

470  Grey- Grey RAL 7035

Blue = is supplier by Nuplex who have their own code which is not an international code

Does Mackay Boats supply gelcoat?

We supply a small tin (of each relevant colour) with each new boat.

Order additional gelcoat from our store, although it cannot be shipped by courier.

How do I do gelcoat repairs?

Doing gelcoat repairs is an art that improves with experience.

Making sure the surface is prepared well and keyed up is critical.

Overfill and then sanding back is a slow and time-consuming process.

Be very careful not to scratch the boat around the repair.

You shouldn’t sand the original surface around the repair with any paper coarser than 600grit.

Mask around the repair to protect the boat.

You can initially use a file or 150g to take the high parts off the filling, but don't use the coarse paper for too long or you will end up with scratches in the finished repair.

Once you have it fair with 600g, you can work your way through the sandpaper grades until you finish with 1500grit before cutting and polishing.

We would typically use 600g, then 800g or 1000g, then 1200g, then finally 1500g.

How do you fit a mylar gasket to a 470?

Please watch a demonstration:  Fitting a mylar gasket

470 Tuning Tips

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470 Deck Layout

Spinnaker Pump Halyard System

A 1:2 reverse purchase on the halyard allows the skipper to raise the spinnaker twice as fast. Pulling the pump handle .6 m (2 ft) off the cockpit floor raises the spinnaker 1.2 m (4 ft). A 1:5 shock-cord halyard take-up system automatically manages accumulating line during the rapid chute deployment.

The cascaded vang uses super strong single, double, and triple 16 mm blocks for a powerful 16:1 mechanical advantage. The skipper can play the vang from either side of the boat.

Two-Car Mainsheet

This fast-tacking two-car system halves the distance a single car would travel. The bridle and the 2:1 side-to-side traveler controls raise and lower the floating mainsheet block for perfect mainsail twist. Mainsheet tension tightens the leech and reduces twist.

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Class History

The International 470, designed in 1963 by 505 sailor André Cornu, is a high-performance planing dinghy for both men and women. Responsive to weight placement, this two-person one-design is tactically demanding and requires fluid coordination between the skipper and crew. The 470 is easy to sail, but racing and flying the spinnaker from the trapeze provides additional challenges for sailors. The 470 made its Olympic debut in 1976, and in 1988 was selected for the Games first women's sailing event.

Links International 470 Class McLube™ Harken Canvas

Boat Specifications

Length: 4.7 m, 15 ft 5 in Weight: 120 kg, 264 lbs Sail Area: 12.7 sq m, 137 sq ft Jib: 3.58 sq m, 39 sq ft Main: 9.12 sq m, 98 sq ft Spinnaker: 13 sq m, 140 sq ft

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Boat Reviews: The Dufour 470 and Dufour 61

• By Mark Pillsbury
• March 2, 2022

In a year disrupted by pandemic-­related workforce distractions, supply-chain woes and an overhaul of its woodshop, Dufour Yachts, one of France’s most prolific sailboat builders, still ­managed to launch more than 350 vessels, including two new models introduced to North America during the US Sailboat Show in Annapolis, Maryland, this past October.

Making their debuts were the ­performance-cruiser Dufour 470 and a new company flagship, the Dufour 61. Like all Dufours built over the past two decades, the latest in the range come from the drawing board of Umberto Felci, working alongside the in-house design team. The latter now includes input from catamaran builder Fountaine Pajot, whose ownership group bought Dufour three years ago. 

Over time, the result of such close collaboration has been a brand with a strong visual identity and features that tend to be introduced in one model and then incorporated into the rest of the range. At present, the Dufour lineup includes nine models, ranging in size from the yet-to-be-seen (here in the US, at least) Yacht Dufour 32 to the 61.

Some of the features introduced in recent years include a galley-­forward layout, which leaves the beamiest part of the boat open for living and entertaining; self-tacking headsails as an option in place of overlapping genoas; and an outdoor galley on the transom. Several of these elements are now available on models throughout the range, and based on the other new sailboats we saw this past fall in Annapolis, they are ideas that are gaining traction with other builders as well.

But while Felci and Dufour have adopted other trendy design elements, such as chined hulls and twin wheels, they’ve steered clear of twin rudders, opting instead for a single deep foil that provides ample control while backing and sailing, thanks in part to hull forms that favor diminished angles of heel.

Discussing the brand in general terms, Boat of the Year judge Tim Murphy spoke for his colleagues, saying that during sea trials, they’ve come to expect lively sailing performance from Dufour yachts, thanks in part to sails, gear, and deck layouts that reward sailors keen on tweaking lines to control sail shape and trim.

Let’s start with the 470, which was the first boat I visited alongside the BOTY judges.

It was an easy step aboard from the dock, thanks to the wide fold-down transom that doubles as a spacious swim platform. Beneath the cockpit sole to starboard, we found an ample-size life-raft locker; to port, two steps take you past the fold-up helm seat and into the cockpit itself.

One reason for the proliferation of twin wheels these days is the wide beam that’s carried aft on many boats. Usually the space between helms is left open, but on the 470, it’s put to good use with a large padded lounge ­area, which I must admit looked like an inviting place to spend time off watch. It was designed so there’s still good access to the cockpit proper. And while sailing, I didn’t find it in the way when stepping between wheels that are mounted on pedestals well outboard to free up space around the drop-leaf table that sits between the cockpit settees.

Another cockpit element that I thought worked quite well are the steps up to the side deck, located just forward of each wheel. One per side, these provide a simple, neat solution to the dilemma of how to clamor over coamings to go forward, plus they ­double as line-storage bins for the adjacent winches.

The 470, like other Dufour models, is available in three levels of gear and deck layout, depending on how an owner plans to use the boat. Easy, intended for the casual sailor or charterer, gets you a self-tending jib and in-mast furling main, both with halyards and sheets running to a pair of winches on the cabin top. The boat we toured and sailed was set up as an Ocean version, with a pair of Lewmar winches at each helm for main and jib sheets, as well as two more winches on the cabin top for halyards and sail-control lines. Our boat was fit out with a traditional main that’s stored in a boom pouch and a self-tacking jib. But fairlead tracks on the side decks also allow for a genoa; on the bow, there’s a sprit for flying off-wind sails that also incorporates an anchor roller. A beefy traveler sits just forward of the dodger, providing more control over the main. 

The Performance version of the 470 includes additional sailhandling gear, plus end-boom sheeting for the main, with an anchor point in the cockpit sole just forward of the wheels. The latter two versions can also be set up with a double-ended German-style mainsheet, meaning the skipper has control of the sail at either wheel.

Down below, the 470 is ­available in four layouts, all with the galley forward, ­adjacent to the main bulkhead. Included in the design is a feature I’ve really liked on other Dufours: large overhead hatches that span the cabin top just aft of the mast and let tons of light into the interior. Accommodations span from three cabins and two heads, which we found on the boat we sailed, to four cabins and four heads, or four cabins plus a Pullman berth and three heads. As I said, there are options.

Dufour uses foam core above the waterline and solid fiberglass below in its infused composite hulls. Decks are also infused, and a composite grid is bonded to the hull before furniture and systems are installed to carry loads from the keel, engine and rig.

The 470 we sailed is available at a sail-away price right around $600,000. This includes Raymarine electronics, a bow thruster (a stern thruster is an option), and a 60 hp Volvo engine and saildrive; an 80 hp powerplant is also available.

We had a decent breeze—about 12 knots—to start with on the afternoon we went for a sail. Closehauled, the speedo hovered just under 6 knots. Off the wind on a beam reach and in less breeze, maybe 8 knots, the speed dropped to the mid-4-knot range. If I were buying the boat, I’d definitely spring for a code zero or other reaching sail to keep things lively. From either helm, sightlines forward, past the Bimini and dodger, were OK, and their frames doubled as excellent handholds when stepping onto the side decks to go forward. 

Unfortunately, we sailed the 61 earlier in the day, when in a week of nearly perfect conditions, we were skunked for breeze. But powering along with the boat’s 175 Volvo with shaft drive, we scooted right along at 8.7 at the suggested cruising rpm and added another knot when we opened the throttle wide in get-home-quick mode. This hinted at what we might have seen under sail, but in less than 3 knots of breeze, we were in for nothing but drifting on a glassy bay. 

Compared with the 470 and other boats in the Dufour range, the 61 has quite a different look, especially on deck; while down below, she feels big for her size.

Rather than a Bimini and dodger, the 61’s topsides are wide open, save for a carbon-­fiber arch over the companionway, on top of which the double-ended mainsheet is anchored with two blocks. This keeps the deck and coachroof free of lines when sailing. 

The low-profile cabin top, wide side decks, and expansive open foredeck definitely give the 61 a big-boat feel. Aft, with the swim platform down, there’s a large dinghy garage. One concern cited by the judges is that when loaded, the dinghy appears to cover the socket for the emergency tiller. Forward, there’s a large, deep sail locker, with access to the anchor chain, and with a few contortions, the motor for the below-deck electric headsail furler. The jib is self-tacking, and there are no genoa tracks or a molded place to mount them on the teak decks. As the company brochure reads, the boat was developed to provide “simple, instinctive sailing.”

Underway, all the actual work of tending canvas takes place at the twin wheels, where four electric winches give the helmsman fingertip control of all the required lines. Guests can be left to enjoy the spacious cockpit and its wide, drop-leaf centerline table with a fridge underneath. 

As with the 470, an owner has options below for family, guests and crew. The boat we visited had twin aft cabins; a Pullman berth with bunks to starboard, opposite the forward galley; and a unique owner’s cabin far forward that caught my eye, with a queen berth offset to port, and a head and shower compartment forward. Locating the galley aft, to port of the companionway, is also possible, as are a couple more ­sleeping-cabin layouts, ­providing berths for up to eight crew, plus a captain’s berth in the forepeak.

The 61 comes with a flagshiplike price tag of right around $1.3 million for a boat loaded up and ready to go. But thanks to the span of the Dufour range, an owner who appreciates the brand can start smaller and work themselves up to the 61, a few feet at a time.

Specifications

Dufour Yachts 240-278-8200 dufouryachts.com

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The 470 Internationale has close partnerships with many sailmakers around the world. Here are a few tips from those who make 470 sails and boats to help you achieve the best performance from them. Click on the links below:

North Sails Japan Sail Tuning & Mast Setting Guide Part 1

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Mackay Boat Layout

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Catalina 470

Catalina 470 is a 47 ′ 8 ″ / 14.5 m monohull sailboat designed by Gerry Douglas and built by Catalina Yachts starting in 1998.

• 2 / 29 Northport, NY, US 2000 Catalina 470 $185,000 USD View
• 3 / 29 Jacksonville, FL, US 1999 Catalina 470 $179,500 USD View
• 4 / 29 Northport, NY, US 2000 Catalina 470 $185,000 USD View
• 5 / 29 Jacksonville, FL, US 1999 Catalina 470 $179,500 USD View
• 6 / 29 Jacksonville, FL, US 1999 Catalina 470 $179,500 USD View
• 7 / 29 Northport, NY, US 2000 Catalina 470 $185,000 USD View
• 8 / 29 Jacksonville, FL, US 1999 Catalina 470 $179,500 USD View
• 9 / 29 Northport, NY, US 2000 Catalina 470 $185,000 USD View
• 10 / 29 Northport, NY, US 2000 Catalina 470 $185,000 USD View
• 11 / 29 Jacksonville, FL, US 1999 Catalina 470 $179,500 USD View
• 12 / 29 Northport, NY, US 2000 Catalina 470 $185,000 USD View
• 13 / 29 Jacksonville, FL, US 1999 Catalina 470 $179,500 USD View
• 14 / 29 Northport, NY, US 2000 Catalina 470 $185,000 USD View
• 15 / 29 Jacksonville, FL, US 1999 Catalina 470 $179,500 USD View
• 16 / 29 Northport, NY, US 2000 Catalina 470 $185,000 USD View
• 17 / 29 Jacksonville, FL, US 1999 Catalina 470 $179,500 USD View
• 18 / 29 Northport, NY, US 2000 Catalina 470 $185,000 USD View
• 19 / 29 Jacksonville, FL, US 1999 Catalina 470 $179,500 USD View
• 20 / 29 Northport, NY, US 2000 Catalina 470 $185,000 USD View
• 21 / 29 Jacksonville, FL, US 1999 Catalina 470 $179,500 USD View
• 22 / 29 Northport, NY, US 2000 Catalina 470 $185,000 USD View
• 23 / 29 Jacksonville, FL, US 1999 Catalina 470 $179,500 USD View
• 24 / 29 Northport, NY, US 2000 Catalina 470 $185,000 USD View
• 25 / 29 Jacksonville, FL, US 1999 Catalina 470 $179,500 USD View
• 26 / 29 Northport, NY, US 2000 Catalina 470 $185,000 USD View
• 27 / 29 Jacksonville, FL, US 1999 Catalina 470 $179,500 USD View
• 28 / 29 Northport, NY, US 2000 Catalina 470 $185,000 USD View
• 29 / 29 Jacksonville, FL, US 1999 Catalina 470 $179,500 USD View

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)

Wing keel versions draft: 5.5’/1.68m

Tall rig with mast moved aft:

I: 62.67’ / 19.10m J: 17.83’ / 5.43m P: 56.92’ / 17.35m E: 20.00’ / 6.10m

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Catalina 470

The catalina 470 is a 47.67ft masthead sloop designed by gerry douglas and built in fiberglass by catalina yachts since 1998..

The Catalina 470 is a light sailboat which is a good performer. It is reasonably stable / stiff and has a good righting capability if capsized. It is best suited as a coastal cruiser. The fuel capacity is average. There is an excellent water supply range.

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Catalina 470's main features

Catalina 470's main dimensions, catalina 470's rig and sails, catalina 470's performances, catalina 470's auxiliary engine, catalina 470's accommodations and layout.

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