catamarans with shaft drive

9 Safest Catamarans For Cruising, Circumnavigation and Why!

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Catamarans (cats) have become sailors’ favorite sea vessels in recent years, thanks to the extra space, comfort, and speed they offer. Additionally, they’ve built a reputation for their unrivaled safety. But which are the safest catamarans on the market?

The safest cruising catamarans offer a good beam to length ratio, sail fast, and are over 42ft. These include the Manta 42, the Lagoon 450F, and the Catana 44. They are stable, waterproof, easy to handle in stormy weather, and feature a sturdy design.

When boarding a boat, you expect to get to your destination safely, and with your bluewater boat intact, this is what cats are made for, but not all cats are created equal. Read on to learn what to consider when assessing a catamaran’s safety and check out my list of the safest cats available!

Table of Contents

What Does It Mean To Say a Catamaran Is Safe?

Cruising for weeks on open water comes with several risks, like strong winds, heavy rains, and other potentially dangerous obstacles. Because of that, you need a bluewater boat that’s designed to take a beating from the most demanding conditions because if you compromise your safety, you might end up in a very dire situation with possible deadly outcomes.

What does it mean to say something is safe?

In this context, the word safe means protected from danger , free from harm, or not likely to lose the boat, as well as not likely to cause danger or harm to either personal or cat.

Therefore, when a catamaran is said to be safe, it comes with features that protect you and your crew from danger. As a result, it would be best to consider a catamaran’s safety features before choosing it.

Here are some of the factors i (and sailboat engineers i should add) consider to be the most critical when determining a cat’s safety:

Beam-to-Length Ratio

Although catamarans generally have exceptional stability, this aspect is always relative, as you’ll find some cats more stable in rough seas than others. Therefore, you’ll want to check their beam-to-length ratio. As a general rule, a boat in the 42 to the 48-foot range should have a beam to length ratio of about 50%.

A ratio lower than that can hurt your boat’s stability in heavy winds, but a larger boat can be okay with a lower value. On the other hand, a larger ratio can make sailing more difficult.

Engine and Powertrain

Catamarans come with twin engines, which is a significant benefit since you can always use one if the other fails. However, a poor choice of engine location can be a safety risk. Generally, a central location distributes the weight evenly, which is better for safety.

On bigger cats, this is not much of a problem since the weight of the engines is only a small fraction of the total weight of the boat. But on smaller and lighter ships, weight location is of greater interest.

Nonetheless, a watertight bulkhead between the main cabin and engine room prevents flooding if the sail drive or shaft gets damaged.

Having strong engines will also make the boat go faster and offer extra protection from getting stuck in bad weather.

Build Integrity and Quality

Build quality is a critical factor when determining whether a given cat is safe, depending on the nature of your voyages. You’ll want to check the manufacturer’s reputation, the strength and quality of the materials used, and waterproofing features.

For instance, catamarans made of plywood or cored balsas are could be less safe since they often have maintenance problems once water enters them.

The underwater section of a cat should be solid, impact-resistant, and easy to repair for the boat to be considered safe. A significant portion of the vessel must be made of lightweight fiberglass to prevent the hull from sinking during a collision or capsizing. In other words, you’re safer with your boat upside-down on the water surface than right-side-up but submerged.

Check for Uncluttered and Flat Decks

A cat’s deck is another essential factor to consider when assessing its safety. Generally, uncluttered and flat decks tend to be safer for sailing since the risk of tripping or getting in stuck on something is reduced. Most notably, you should check if your boat comes with an aggressive non-skid surface to prevent slip and fall accidents among your crew. The deck should have robust, quality fittings and large backing plates to distribute heavy loads evenly.

Shrouds and stays should be located so they only minimally interfere with moving about on deck.

Helm Placement and Cockpit Protection

The primary helm station should have an unobstructed view of all four corners of your cat that should be well protected from the elements, like wind and water, and accessible from the cockpit. The idea is to prevent damage to your cat by the weather and prevent flooding, which compromises your safety.

Cockpit Covers

Your cat’s cockpit cover can make or break it under heavy rains. A carefully designed cover protects it from water infiltration when it’s raining and allows for sufficient ventilation.

Generally, the best cockpit covers come with removable curtains, allow for solar panel mounting, and can collect a significant amount of rainwater, which your crew can drink and use for washing.

Now that you have an idea of the things to consider when evaluating a cat’s safety, chances are you’re thinking of reviewing some of the boats on the market to determine if they’re suitable for your needs. To get you started on finding your dream boat I have put together this list, here are some of the best bluewater boats worth considering:

If you are looking for a specific type of cat i suggest you read on of my other articles such as:

Best cats under 200k
Best cats under 50ft
Best cats for couples
Best liveaboard cats

The Manta 42

Arguably, the Manta 42 holds near-iconic status among sailors because it has a solid reputation as a capable, practical long-range sailing bluewater boat. The laminated hull-to-deck joint and collision bulkheads create watertight compartments at the end of each hull, making the multihull flood-proof.

For additional structural integrity, the manufacturer joins the hull and deck using high-grade marine sealants and reinforces it with a 360-degree unidirectional laminate.

Overall, this is an excellent cruising cat.

It offers an impressive sail-area-to displacement ratio and a pretty decent amount of deck and interior space, and its pushpit contraptions come in handy when you need to secure wind vanes, solar panels, and dinghies. Undoubtedly, this boat offers great performance and stability.


Beam-to-Length Ratio	53%	5
Helm Placement and Cockpit Protection		8	Good visuals and fully enclosed
Engine and Powertrain		5	Dual inboard diesels
Build Integrity and Quality		5
Check for Uncluttered and Flat Decks		5
Dagger or centerboards	NO	5
Ease of handling		5
			Offshore

Lagoon 450F

The Lagoon 450F (F stands for Flybridge) is designed to deliver prestige and safety and features a deck layout centered on an easy-to-reach flybridge . Accessing the engine controls or steering station is a breeze, especially when you need to steer away from danger.

The cockpit comes with a dining table to the left, an attractive comfort couch to the right, and a wraparound settee. The boat’s hard dodger comes with an apt opening hatch that offers good ventilation and sunshine in favorable weather and protection from harsh conditions in bad weather.

The construction is sturdy, waterproof, and durable. Besides, its construction can withstand high impact, a solid selling point. If you need a boat that gives you ultimate control and offers all-around comfort, spaciousness, and elegance, you’ll never go wrong with this elaborate cat.


Beam-to-Length Ratio	56%	5
Helm Placement and Cockpit Protection		8	Very good visuals and fully enclosed
Engine and Powertrain		5	Dual inboard diesels 90HP
Build Integrity and Quality		5 (?)	*
Check for Uncluttered and Flat Decks		7	High lifelines
Dagger or centerboards	NO	5
Ease of handling		5
			Coastal

Catana cats prove that the Bali Group means business when it comes to sailors’ safety. These boats are only produced in France, so the company maintains high-quality standards. Aboard Catana, you’ll immediately notice the manufacturer’s efforts to make it safe for cruising.

For instance, this boat’s foam sandwich construction is high density and lightweight, making it unsinkable, resistant to shock and impacts, and rigid. The use of aramid fiber makes this boat even more rigid and resistant to perforation. The helmsman can continue sailing even after impact.

It also comes with crash boxes and waterproof compartments to prevent water entry after a major impact. Arguably, this is a sure-fire way to guarantee buoyancy, making this boat hard to sink!

You can also use the multihull’s daggerboards to tack into strong winds and heavy weather, enabling it to glide over waves instead of capsizing. The high bridge deck clearance is another boost to safety since it prevents waves from reaching the cat’s deck.


Beam-to-Length Ratio	50%	4
Helm Placement and Cockpit Protection		6	Single wheel partial view
Engine and Powertrain		5	Dual inboard diesels 80HP
Build Integrity and Quality		5	High-density PVC foam (balsa core)
Check for Uncluttered and Flat Decks		6	Daggerboards in the way
Dagger or centerboards	YES	5	Daggerboards
Ease of handling		5
			Offshore

Aventura 44

The Aventura 44 is the successor to the Aventura 43 built between 2012 and 2017, and its safety features are profound.

The deck mold is integrated with its coachroof to make it lightweight and buoyant, while the hulls feature polyester with NPG Gelcoat. Its structural partitions come with laminated CTBX plywood, and the rudders come with foam-epoxy composite and a stainless-steel stock, making it solid and durable.

This boat can withstand high impact from waves, winds, and collisions because of its ingenious construction. The company proudly tells how they intentionally oversized much of the hardware just to make sure it is up for offshore cruising.


Beam-to-Length Ratio	53%	5
Helm Placement and Cockpit Protection		6	Single wheel partial view
Engine and Powertrain		7	Dual inboard diesels 114HP
Build Integrity and Quality		6	Oversized standard equipment
Check for Uncluttered and Flat Decks		6
Dagger or centerboards	NO	5
Ease of handling		5
			Offshore

Fountaine Pajot Elba 45

The Elba 45 is a well-respected blue water cruiser, as it is safe, dependable, and beautiful to look at. The slightly aft-raked bows and fixed stub keels deliver excellent windward performance.

The multihull features keels glued into a recess in its hulls, ensuring no keel bolts will rip out if it gets grounded or collides. Because of that, this boat deserves to be mentioned among the safest.

Safety aside, this boat provides ultimate bliss while cruising, as it comes with a generous living space with a large sofa, low dining table, and an open galley. The interior fittings in the cabins allow your crew to settle comfortably with an en-suite bathroom in each cabin.

As some put it, this is a true catamaran and it deserves a sweet spot for anyone looking for adventurous, open water cruising.


Beam-to-Length Ratio	56%	5
Helm Placement and Cockpit Protection		9	Flybridge 360 view
Engine and Powertrain		7	Dual inboard diesels 120HP
Build Integrity and Quality		5
Check for Uncluttered and Flat Decks		5	Lots of space but high boom
Dagger or centerboards	NO	5
Ease of handling		5
			Coastal

Dolphin Ocema 42

The Dolphin 42 is the ideal option for any sailor looking for a catamaran that defies all conventions. It comes with daggerboards, which you can use to point higher into the wind and also reduce the draft when anchoring or moving in shallow water thus reducing the risk of grounding.

This vessel balances stunning performance and remarkable comfort in one package, a rare feat in blue water boats. The foam core makes it lightweight and impact-resistant at the same time, making cruising in the most demanding conditions less strenuous.

If you need a cruising boat that will never let you down, then you can never go wrong with the Dolphin 42.

Caveat: Pointing high on the wind using this boat requires pretty decent sailing expertise. If you lift the daggerboards too high, you may expose the rudders or interfere with the hulls if it runs aground.


Beam-to-Length Ratio	56%	5
Helm Placement and Cockpit Protection		7	Partially obstructed
Engine and Powertrain		5	Dual inboard diesels
Build Integrity and Quality		5	Laminated wood
Check for Uncluttered and Flat Decks		5	Daggerboards in the way
Dagger or centerboards	YES	7	Daggerboards
Ease of handling		5
			Offshore

Atlantic 42

Since its introduction in 1993, the Atlantic 42 has grown its loyal fan base, thanks to its aesthetics and efficiency.

The multihull comes with a high-waist cockpit located in front of the pilothouse and behind its mast. As evidenced by the metal girder-like bearers that transverse the bulkheads, the solid construction is a selling point for any cruising enthusiast with safety considerations in mind.

Most notably, these features make it stronger, improve circulation, and offers a helm position in the middle of the boat.

Although some consider this boat’s style conservative, its durable, impact-resistant build quality is unrivaled. Without a doubt, the Atlantic 42 is built with your safety in mind, but it also comes with beautiful interior and exterior finishes. If you need a boat that delivers comfort, safety, and efficiency in a compact package, you’ll never go wrong with this blue water cruiser.


Beam-to-Length Ratio	56%	5
Helm Placement and Cockpit Protection		7	Unprotected forward helm
Engine and Powertrain		5	Dual inboard diesels
Build Integrity and Quality		5
Check for Uncluttered and Flat Decks		6	Wide unobstructed areas
Dagger or centerboards	NO	5
Ease of handling		5
			Coastal Offshore)

Outremer 45

Looking at the Outremer 45, you can tell that it took careful, detailed planning to build. Its weight distribution is remarkably balanced for added stability, and it minimizes pitching, ensuring you have the smoothest sailing. Its parts meet international quality and safety standards.

The boat’s interior structure is pretty stiff since the components are directly laminated to its hull, improving its sturdiness.

It features the proprietary Jefa steering system, which is light and highly responsive to winds, a true mark of a quality multihull. If you try out its autopilot feature, you’ll immediately notice how its rigs and hulls balance remarkably.

In a nutshell, this boat is designed to take good care of your crew.

It comes in different versions, like an owner’s version, a club version with additional berths in the owner’s hull, and a four-cabin version. Arguably, this multihull deserves to be on the list of the best and safest blue water catamarans.


Beam-to-Length Ratio	51%	5
Helm Placement and Cockpit Protection		7	360 from inside
Engine and Powertrain		5	Dual outboard 60HP
Build Integrity and Quality		8
Check for Uncluttered and Flat Decks		8
Dagger or centerboards	YES	8
Ease of handling		6	Very low boom, self tack
			Offshore

What Is The Best Sized Catamaran For Ocean Sailing?

The best-sized catamaran for ocean sailing is around 42ft; it is small enough to be sailed by one person but big enough to provide safety and speed. But, of course, there are many variables to consider, if you want to understand why, I suggest you read my article on the topic:

Best sized Catamaran for Ocean Sailing and Liveaboard?

Wrapping Up

Cruising on a catamaran can be thrilling and worthwhile, as they come with impressive features that make them the favorite option for those seeking open water adventure. They offer incredible comfort, speed, maneuverability, and room space. Besides, they’re safer than monohull boats, thanks to their twin-hull design, which uniformly distributes their load.

Nonetheless, before buying any of the cats mentioned in this article, ensure you check the following specifications about them:

Their beam-to-length ratio
Helm placement
Their structural integrity and quality
Passagemaker: The Top Catamarans of 2020
Sail Magazine: 10 Great Cruising Cats
Catamaran Guru: Catamaran Safety
Dream Yacht Sales: Best Catamaran Brands Guide – 6 Top Catamarans
Aeroyacht: Catamaran Safety
Yachts International: Sailboat Debate: Monohull vs. Catamaran
PureTravel: Are Catamarans Safe in Rough Seas?
Ocean Navigator: Evaluating Modern Catamarans
Velmundi: Catamarans – Advantages and Disadvantages
Catamaransite: Brand: Manta 42
Multihull Solutions: Catana Safety
Sail Magazine: Boat Review: Outremer 45
Instant Sailing: Lagoon 450 F: Prestige at Its Peak
Sail Magazine: Heavy Weather Strategies When Sailing a Catamaran
Caribbean Multihulls: Fountaine Pajot Elba 45
Boat Safe: Best Catamarans (Plus Pro Tips and Buying Guide)

Owner of CatamaranFreedom.com. A minimalist that has lived in a caravan in Sweden, 35ft Monohull in the Bahamas, and right now in his self-built Van. He just started the next adventure, to circumnavigate the world on a Catamaran!

Catamaran Drives Types – Outboards, Inboards and Drive Shaft Configurations

Post author By Patrick Davin
Post date September 23, 2020
1 Comment on Catamaran Drives Types – Outboards, Inboards and Drive Shaft Configurations

Catamarans these days have many options for their engine based propulsion, even more than monohulls due to the more diverse configurations of a catamaran. The traditional twin diesel engines is a popular arrangement, and dual or single outboard configurations are also becoming popular. When choosing an inboard engine, you then often have a decision to make in drive shaft configuration: traditional straight shaft, or a saildrive.

The drive type has long lasting consequences for how you use and maintain a boat, so it’s an important factor. It affects how much power you have for motoring into strong winds or against current, fuel economy, reliability, maintenance needs, and purchase plus maintenance costs. And let’s not forget noise level and liveability – the choice between diesel inboards vs gas outboards can have a big impact on cabin storage areas and engine noise level.

Single Gas Outboard

Outboards have always been common in smaller sailing boats (under about 30 feet) that don’t require a great deal of power to get them moving. However they’re now becoming popular with larger catamarans as well, up to about 40 or 45 feet. They offer several unique advantages over inboard diesel engines. First and foremost, they’re significantly less expensive than a diesel engine – a 30hp outboard might be around $4,000 while a 30hp diesel could easily be $20,000. They’re also smaller and lighter, and take up less space inside the hull – freeing up storage or accommodation space.

Smaller catamarans or lightweight ones can often get by with a single outboard. The advantages are in the weight and cost savings of only having one engine instead of two, and only one engine to maintain. The downside is it may make maneuvering in a marina a bit trickier, and there’s no backup engine if the one outboard has an issue.

Twin Gas Outboards

Catamarans have a unique advantage over monohulls in that they can have more than one engine. Two engines provide many advantages – redundancy in case one fails at sea and greater maneuverability in marinas. Many catamarans can motor reasonably fast on only one engine – which some owners do to save fuel and reduce engine hours – but two are nice to have for the redundancy and for pivoting easily in tight quarters.

Twin outboards are usually mounted at the aft end of each hull, or in drop-down lockers built into the cockpit. Some catamarans with twin outboards have them located in lockers under the cockpit seats (ex, Seawind 1160 lite and PDQ 36) which is handy because they can be raised to eliminate drag yet are easily accessible to work on, and don’t add an unsightly appendage to the stern.

Speaking with an owner of a Seawind 1160 lite catamaran with dual outboards located in a well under the cockpit seats, he noted appreciating all the space they freed up vs having inboard diesels installed at the aft of each hull. In the space normally occupied by diesel engines, they store two bikes, a kayak, a water heater and other gear.

He also loves that they’re quiet, fuel efficient, emissions efficient, and can be raised with electric tilt for zero drag in the water while sailing. One disadvantage he noted is the impellers are harder to replace, and he’s hauling out to make it easier to replace the gear oil along with impellers.

Outboards may not have as long a life span as diesels, but when it comes time to replace, he can do so relatively easily anywhere in the world, with much less work than replacing a diesel. One possible disadvantage is in rough seas or steep swell, outboard props may come out of the water – whether this can happen will depend on the design and size of the catamaran.

Single Diesel Inboard/Outboard Sillette Drive

A somewhat unique option is the Sillette Sonic drive (common on Gemini 105 catamarans) which is a type of saildrive. It allows using an inboard engine with an outboard drive leg exterior to the boat. The drive leg can be raised while under sail, providing the same no drag advantage as outboards, while having the engine inboard which protects it from saltwater. The drive leg is typically mounted from the bridgedeck or in a pod underneath.

Diesel Inboards with Direct Drives

Inboard diesel engines have historically been the most common option in mid to large size monohulls and multihulls. Diesels excel in delivering high working power while being exceptionally reliable over a long service life. Since a diesel is located inside the boat, it’s exposed to a lot less seawater than outboards are. Diesels can also support a powerful alternator to charge the house batteries, reducing the need for alternate power generation such as solar, wind or a generator.

The straight shaft is the more traditional option and is a tried and tested design from work boats to pleasure boats. In this design the propellor shaft connects from the engine (via a shaft coupling), passes through the hull of the boat (via a shaft seal) and connects to the propellor. Typically there will also be a strut forward of the propellor to stabilize the spinning prop shaft.

The advantages of this design are that it’s robust and easy to maintain. If your propellor strikes a submerged object, it may get damaged but isn’t likely to rip a huge hole in the boat. The main disadvantage in a catamaran is the shaft placement limits where the engine can be placed – it must be fairly far forward, and takes up more space due to the shaft and transmission arrangement. Additionally, since the shaft isn’t perfectly horizontal, the propellor works at a slightly lower efficiency.

Diesel Inboards with Saildrives

Diesel inboards paired with a saildrive are quickly becoming the most common installation option on newly built catamarans. With a saildrive there’s no shaft or strut needed, just a drive leg attached to the hull of the boat underneath the engine. A couple advantage of saildrives is that they’re easier for manufacturers to install, and allow more flexible positioning of the engine to free up greater interior space. Saildrives can also have higher efficiency due to the vertical orientation of the propellor. Saildrives often run quieter, with less vibration than a conventional straight shaft system.

There are a few possible disadvantages that boaters typically cite, relating to maintenance: watertightness of the saildrive seal, maintenance of the drive leg oil, and corrosion. The saildrive seal must be maintained or the boat could potentially flood. The drive legs also have gear oil which usually requires hauling out to replace (except for some newer saildrives which support changing it from inside the boat). Neglecting the maintenance could cause seawater to start mixing with the oil. Lastly, corrosion is a concern because the drive leg contains metal components which must be protected with sacrificial anodes.

Gasoline Inboards

Gasoline inboards, such as the Universal Atomic 4, are sometimes found on sailboats but are becoming much less common. A gas engine has greater risk of fire or explosion due to fuel vapor build-up. Fuel efficiency can also be slightly lower than a diesel engine, and engine longevity may be less than with diesel engines.

Electric Drive Type

Electric propulsion options are still a niche market in boating but are becoming increasingly popular as battery technologies advance. Electric systems can be other hybrid (electric recharging is assisted by a generator) or full electric (recharging only via solar and other non-fuel sources). Hydro generation can be a good recharging source on catamarans since their higher sailing speeds improve the output of hydro generators.

The advantages of an electric drive are: environmentally friendly, very quiet when operating, frees up space that a large engine and fuel tanks consumed, and relatively easy maintenance compared to diesel or gas engines. The main disadvantage of electric drives is the motoring range may be more limited, especially in the full electric option.

It’s great to have so many options in today’s catamaran designs. Having these choices allows you to prioritize what’s most important in your sailing and maintenance plans and adopt innovative technologies that make your boat best suited to your needs.

You can’t go wrong with the traditional choice of diesel inboards, but in mid-size lightweight catamarans you may also want to consider outboards for the space they can free up, lower initial cost, and quiet, drag-free sailing.

Tags Buying Advice

By Patrick Davin

Patrick is a full-time cruiser in the Pacific Northwest, sailing the waters from Seattle to Alaska.

1 reply on “Catamaran Drives Types – Outboards, Inboards and Drive Shaft Configurations”

I am looking for a silkette sonic mark 2 out drive in working order…1994 or newer…can you help?

SAILDRIVES OR STRAIGHT SHAFTS? WHICH IS BEST FOR ME?

Story by Phillip Berman / June 20, 2017

Many buyers who contact us these days develop some very strong personal preferences about a range of things: dagger boards versus keels, Yanmar versus Volvo, Flybridge versus Bulkhead Helms, etc. etc. Many buyers send us long “Must Have” lists.

One of the “Must Have’s” we are getting from some buyers these days is: “straight shaft engines.” Either there is a builder or two out there touting them because that is what they happen to offer, or some forum or blog or owner group stating their superiority, but we see a bit of an uptick in people who think straight shafts are the only way to go. What is clear to me is that most of these catamaran purchasers do not fully understand the advantages and disadvantages of straight shafts over sail drives or recognize how many limitations and negatives they pose for catamarans under 50 feet in length. Let me clear a few things up.

Straight Shaft Advantages

Nobody currently makes sail drives for engines much larger than 75 horse power. As such, on most production cruising cats over 50 feet you will only be able to get straight shafts.
Straight shafts are relatively mechanically simple. You have a shaft coming directly off the back of the engine that runs through a seal and then to a cutlass bearing and out into the water.
Straight shafts are generally cheaper and easier to repair than sail drives.
Straight shafts force the designer and builder to place the engines further forward in the boat and anytime you move weight toward the center you reduce pitching momentum. Many racing multihulls carry their engines in the very center of their hulls for this reason

Straight Shaft Disadvantages

Straight shafts require precision engine alignment and tend to put much more pressure on engine mounts. Engines often need to be realigned.
Straight shafts are always louder and produce more vibration than sail drives. In larger cats with long sterns and space the engines and shafts can remain aft of the sleeping quarters in separate sound insulated compartments. On smaller cats this is generally not the case.
Straight shafts produce less effective horsepower at the prop because the prop is at an angle. On a typical 40 foot horse power engine you lose 3 to 4 horse power over a cat with sail drives.
The less the prop is angled down the better the performance on a straight shaft. That usually means positioning the engines quite forward of the sterns. This in-turn produces the enormous negatives of having to house the engines under the aft bunks, or a portion of them, in most cats under 50 feet in length. This amounts to: louder inside the living spaces, more vibration, more heat, and a potential for engine exhaust to encroach on the yachts interior. It also makes it a bit more difficult to properly ventilate the engine rooms.
Sleeping close to, or over the top of a running engine, especially a straight shaft, can be noisy and hot. Most shaft seals are supposedly “dripless,” but anyone who has spent time around them knows that when the dripless seal starts to drip you had better take care of it fast. I have seen plenty of flooded engine rooms in my years on straight shaft cats. Both seals and cutlass bearings are therefore best replaced every two to three years. Straight shafts, in short, are not maintenance free.

Sail Drive Advantages

Sail drives are very quiet.
Exact engine alignment is not critical.
Sail drives can be positioned further aft in cats with ease and therefore make it possible to keep the engines out of the aft staterooms and in their own watertight engine rooms. On cats under 50 feet the design trend today is to produce sharper bows and wider, flared sterns aft, both to manage the engine weight aft and to get the cat to sit back on her haunches and pierce through waves to dampen pitching moment. A good example of this is the evolution of the Leopard 47 (a straight shaft boat) to the far superior sailing Morelli and Melvin designed Leopard 46 (a sail drive boat.)
Sail drives offer more horsepower at the prop.

Sail Drive Negatives

Sail drives generally cost more to replace than shafts. The typical drive leg for a 40 to 50 foot cat is between $3,500 and $5,000 dollars.
Sail drives legs must always have good zinc protection or there is a danger of the shaft corroding. Sloppy zinc inspections can lead to the destruction of sail drive legs. I’ve seen plenty of this at surveys from sloppy owner care.
Sail drives carry seals that are meant to prevent salt water incursion into the lubricated shaft leg. If the seals are compromised salt water can enter the drive leg and lead to internal corrosion. Note: water incursion in a drive leg is easily seen if one inspects the sail drive fluid level and finds milky looking oil. Most prudent sailors replace their sail drive seals at least every other haul out. If they see milky fluid they change the fluid right away and then replace the seals at the next haul out. (The newer drives allow you to change the oil from inside the engine room easily, without having to haul the boat.). When a sailor finds milky fluid on the older sail drive legs it is good to run the engines and transmissions frequently. This will keep the sail drive oil emulsified until the next haul when the seals can be replaced.
Some older sail drives had cone clutch or shifting problems. These were sometimes found on Yanmar SD 50 drive legs. That problem has been overcome with the new generation drives.

I have heard some internet chatter that straight shafts are better if you run aground, but I strongly disagree. If you run aground hard with shafts or sail drives and for any reason they are not protected by a keel, or mini keels, or a skeg, you are going to have a bit of a mess on your hands either way. One of the reasons I much prefer engines in their own watertight engine rooms is that if one does run aground and water enters the engine room from a broken shaft or sail drive leg, the water remains in the engine room, never enters the living quarters where water damage leads to major floor and woodwork repair in general.

Sleeping close to, or over the top of a running engine, especially a straight shaft, can be noisy and hot. Most shaft seals are supposedly "dripless," but anyone who has spent time around them knows that when the dripless seal starts to drip you had better take care of it fast. I have seen plenty of flooded engine rooms in my years on straight shaft cats. Both seals and cutlass bearings are therefore best replaced every two to three years. Straight shafts, in short, are not maintenance free.

About Phillip Berman

Are you a Spreadsheet Guy?
Balance Catamarans is Born: A Bold Move in a Challenging Market
Can a catamaran really sail upwind?
Catamaran Depreciation
Catamaran Vs Monohull
Daggerboards vs. Keels
Lessons Learned From A Free Spirit
Placing a Boat Into Bare Boat Charter
Post Survey Negotiations
Saildrives or Straight Shafts? Which is Best For Me?
Seller's Guide To Yacht Sales
The 14 Biggest Mistakes When Purchasing a Used Catamaran and How to Avoid Them
The 14 Biggest Mistakes When Purchasing a Used Cat…and How to Avoid Them Part Two
The Perils of Internet Catamaran Shopping
The Ten Commandments of Buying a Catamaran

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Ian Edmonson Joins TMC As Yacht Broker in Fort Pierce, FL.
The Multihull Company Opens New Office in Virginia

Categories: Articles , Articles by Phil Berman , Catamaran Handling , Design and Construction , Engines and Mechanics

Recent News

The multihull company opens a new office on florida’s gulf coast.

The Multihull Company is pleased to announce that Josie Tucci has joined its team of expert yacht brokers in the Gulf Coast. Josie brings over 25 years of experience in the marine industry, with a strong focus on catamarans.Josie's career began in France with Dufour Yachts, where she honed her sales and marketing skills. She then transitioned to the US,...

Join Multihull Company Broker Captain Conor Dugan as he takes the helm aboard ‘Moxie’ in the azure waters of the Bahamas, to see how the Tao 452 performs under sail with a full cruising payload. https://youtu.be/V2scHvqn5vI?si=kuLwjFCYQdFj0_KW

The Multihull Company is thrilled to announce its appointment as the exclusive distributor for Omaya Yachts, an exciting new brand of Power Catamarans built with precision at the esteemed Elica Yard in Silastra, Bulgaria. This exciting new partnership further solidifies The Multihull Company's position as a premier distributor in the maritime industry, offering clients unparalleled access to cutting-edge vessels designed...

In early 2023, Cruising World approached us to seek our opinion on recommending a couple of brokerage catamaran options for first time catamaran buyers to consider when they first stepping into the catamaran market. Here are six boats hand-picked by The Multihull Company’s president and CEO, Capt. Will Miller, as excellent choices for brokerage-catamaran seekers. These are all worth a...

The Multihull Company Named Exclusive Dealer for Dolphin Catamarans and their New Model, the Dolphin 380

The Multihull Company, the world’s leader in multihull sales and service is excited to announce that it has been named the exclusive dealer for Dolphin Catamarans, a premier builder of high-quality catamarans, and their newest model, the Dolphin 380, designed by Philippe Pouvreau. "We are thrilled to be working with Dolphin Catamarans again and to be able to offer their...

The Multihull Company is pleased to announce the closing on the Balance 482 "SeaLife" We wanted to take a moment and thank her new owners on their amazing new catamaran, and to also congratulate our team handling the sale. TMC agent Andrew Hodgdon successfully represented the buyers on the sale of the vessel, while TMC CEO Will Miller represented the...

Introducing the Tao 452: On Display At The Annapolis Boat Show October 12 – 15, 2023

The Multihull Company is thrilled to unveil the new Tao 452, an exciting addition to the world of blue-water performance cruising catamarans. Meticulously engineered and crafted to perfection, the Tao 452 is set to redefine the catamaran experience for sailors worldwide. If you've ever felt the need for more sailing performance from your current production charter catamaran or been disappointed...

The Multihull Company is excited to announce its participation in this year's Annapolis Sailboat Show. The event will be held from October 12 - 15, 2023 in downtown Annapolis, and The Multihull Company will be showcasing the exquisite Voyage 590 catamaran from Voyage Yachts. The Annapolis Boat Show is a highly anticipated annual event that brings together boating enthusiasts, industry...

The Multihull Company is pleased to announce their appointment as a dealer for Voyage Yachts and their new model – the Voyage 590! The Voyage 590 is being celebrated as the ultimate, luxury sailing catamaran with all the comforts of home surrounded by panoramic views of paradise. She maximizes luxury accommodation and comfort, with the performance and blue-water capability characteristic...

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We take pride in our happy customers

Hello Cynthia, We cant thank you enough for all the hard work and efforts you have done to help our dream boat purchase go thru so smoothly. You went above and beyond helping find a Captain, boat slip and many other things you have done! We will always refer you to others looking to purchase or sell a boat.

Cynthia is a great yacht broker. I could list all the things she has done that make here amazing; however, it is not what she does that makes here amazing, it is why she does them. She has a huge heart, patience and an unrelenting drive to help people make their dreams come true. In the search for our boat, thru the purchase Cynthia was always available to answer any questions and negotiated diligently on our behalf. Combine that with her highly skilled understanding of boats as a broker, crew and a captain and you have a broker that anyone would be lucky to have on their team. Where some brokers would stop there, Cynthia continued helping us by finding dockage and ensuring our transition to boat ownership was smooth and painless.

— Matthew G.

I’ve done many complicated, stressful deals in my career and I highly value a good team. I really want you to know the importance of Cynthia’s involvement in making the sale happen. From the first time Cynthia came on my boat, I was impressed how quickly and aggressively she took on the assignment. She was just “all over it” on day one! She held everyone to task and made things happen. I cannot think of a time she didn’t follow-up immediately and completely. As I live in California it was going to be difficult for me to go back-and-forth during the transaction. Cynthia stepped up and helped find a new dock in Fort Lauderdale, she helped find the appropriate resources and helped in managing the repair work prior to the sale. Cynthia gave me good counsel as to how to approach the “deal” during the whole process. All along the way she was just invaluable!!!! Most brokers that I have dealt with were slow and painfully inept in this regard. She is an excellent communicator and pays attention to the details. While she represented both the seller and buyer we never once felt she wasn’t fair. We just didn’t have to worry about it. On top of everything else, Cynthia was fun to deal with!! Thanks so much!

Dear Cynthia,

I want to take a moment to thank you for all your assistance and efforts on the sale of my sailing vessel Orinoco. Your dedication to me as your client, skillful advertising and promotion for maximum exposure, together with your knowledge and experience in yachts, were a great combination to generate a successful sale. You also assisted me on finding a slip in Fort Lauderdale and, delivering the vessel to the new slip from West Palm Beach to Fort Lauderdale on your personal time. It really was a pleasure to have your professional attention on all aspects of preparing the boat and making it more attractive to potential buyers. I highly recommend you, not only as a helpful salesperson, but for all your knowledge, expertise and willingness to be there when I needed you. I can assure you that my next purchase of a boat, I will contact you for your awesome services. Thank you, Johnny Sucre

— The Sucre Family

First of all, I’d like to say thanks to you both for taking the time to speak to me and for your help in facilitating the purchase. I was a little skeptical especially on the deposit but after speaking with you all it put me at ease that if for some reason this Lagoon wasn’t the right one that I’d get my deposit back. I have heard some horror stories. I actually started my search with a competitor but after thoroughly reading this companies reviews I decided to part ways early in the process. I’d like to let you know that Cynthia did an excellent job with me throughout the process. I’m not the easiest person to deal with, especially when I’m out of my element. My guard was up and she had to deal with that and with a seller at the same time. I can’t speak for the seller but she did not push too hard but applied enough to get me moving in the right direction and there is nothing wrong with that. Sometimes it takes a little push, a little reassuring, and a little reasoning. She overcame my objections with a few items and was all over the punch list in making sure it was done in a timely manner and I truly felt she was looking out for my interests. She is one of the main reasons, along with this particular boat, why I went ahead with the purchase. She did an excellent job and I wanted to make sure you all knew that. You have a

great employee and person in Cynthia and I wish her all the success in the industry! Thank you again!

Trust & Expertise About Us

Successful relationships cannot exist without it. At The Multihull Company we base every relationship on a firm commitment to earning and retaining our client’s trust.

Advice of any kind is valuable only when grounded in hard-won expertise. It too, must be trustworthy. Trust and expertise define the heart and soul of The Multihull Company. We are a team of skilled professionals who thrive on providing expert, trustworthy advice and service to catamaran and trimaran sailors around the globe.

Pre-Owned Sales

Global Locations

New England +1-267-324-9067

Philadelphia +1-215-508-2704

Virginia +1-757-407-2526

Annapolis +1-703-350-8160

Charleston +1-843-364-4123

Brunswick +1-937-243-2213

Saint Augustine +1-910-477-2508

Fort Pierce +1-340-473-7469

West Palm Beach +1-561-312-0010

Ft. Lauderdale +1-215-508-2704

Miami +1-513-677-5338

St. Petersburg +1 727-432-2739

Seattle-Tacoma +1-206-297-1151

St. Martin +590 690 58 66 06

Grenada +1-473-457-3245

Puerto Rico +1-787-379-7348

Panama +1-305-735-1661

Trinidad +1-868-680-8909

Croatia +385 95 849 8009

France +33 (0) 6 73 97 17 30

Australia +61 (0)7 5444 4822

News & Reviews

The agile multi-tasker is the ideal performance cruiser for island hoppers yet fully capable of trans-oceanic adventure travel.

Performance

With her carbon reinforced foam core hulls and powerful sail plan the Balance 442 is a fast and able voyager. Upwind she points high, with little leeway, in the 6 to 8.5 knot range with her high aspect daggerboards. Reaching she enjoys speeds between 7 and 13 knots. Dropping down a swell she’ll surge even faster, steering like a surfboard with her high performance spade rudders.

* Polars are known as Velocity Performance Predictions (VPP’s) and are calculated using advanced computer modeling at base boat weight assuming vessel in flat sea state, trimmed sails and clean bottom. Polars do not guarantee specific performance. Vessel performance in real world conditions vary due to sea state, hull condition, payload, and the skill of the helmsman. To learn more about performance, click below to view our videos on Polars

Model Diagram

Carbon Cross Performance Hull

We use E-glass (a Silica -based fiber) with significant carbon-fiber reinforcement in the high-load areas of our hulls and decks. Every Balance 442 is hand-laminated and vacuum-bagged with closed cell foam cores with a combination of polyester inner-skin resin and vinylester outer-skin resin.

Guided Walk Through

Design Your Balance

Design your Own

Caramalized Bamboo

Designing your dream catamaran and how to use our visualization tool

“Having owned and maintained more than a dozen yachts, including a Hinkley, Oyster, J-boats, Swan and Nautitech, Balance is by far and away the best boat I have ever owned and sailed!”

“Superb craftsmanship, delightful to work with, and absolutely beautiful boats.”

“Balance Catamarans, being a smaller, high-end, boutique shipyard, were prepared to work carefully with me to build the catamaran of my dreams.”

“After years of planning we found Balance Catamarans to be the best combination of performance, quality of build and value on the market.”

“The team at Balance has an attention to detail, workmanship and overall quality that makes us very proud to be part of the Balance family.”

3 Cabin Interior Layout

3 cabin storage volume, 4 cabin interior layout, 4 cabin storage volume, deck exterior layout, deck storage volume, overall length.

13.50 m / 44.29 ft

Waterline Length

Beam overall.

7.6 m / 24.93 ft

75.6 m2 / 813 ft2

Working Self-Tracking Jib

29.81m / 321 ft2

Sail Area (100% Foretriangle)

112.0 m2 / 1,205 ft2

Asymmetric Spinnaker

152.83m / 1645 ft2

Draft (Boards Down)

2.15 m / 7.05 ft

Draft (Boards Up)

1.16 m / 3.81 ft

Draft Keeled Version

Air draft / mast clearance.

20.01 m / 65.65 ft

Bridgedeck Clearence

818mm / 2.807 ft

DISP (Base Boat)

11,800 kgs / 26,014 lbs

DISP (Base Boat – Keeled)

250 kgs / 550 lbs per arm Max Length Tender: 3.5m / 11′ 6″ Max Weight Tender w/OB: 214 kgs / 472 lbs

Screacher/Reacher

59.64m / 642 ft2

YANMAR 3YM30AE X SD 25 2×22 kW / 2× 29 HP /

Fuel Capacity

2 x 400 ltrs / 2 x 106 gals

Fresh Water Capacity

2 x 350 ltrs / 2 x 92 gals

Black Water Capacity

2 x 42 ltrs / 2 x 11 gals

Maximum Load Displacement

15,340 kgs / 33,818 lbs

Please note that, based on component availability and other factors, specifications are subject to change without notice.

The weight of each yacht we build varies based on her interior fit-out, materials chosen, hardware and added equipment. All our catamarans are designed for best-in-class weight and sailing performance, without compromising strength or quality.

Underwing clearance will vary based on the final fit out of the yacht together with what is stored on her, the amount of fuel and water she carries, and the number of passengers onboard.

“The choice of materials is qualitative (the foam core and wood veneer for furniture), as well as the overall finish, in a word: impeccable.”

“I think the Balance 526 represents an important moment in the history of multihull design and evolution…there was something missing in the marketplace that Phil recognized: a high-performance voyaging cat that an experienced couple could take anywhere…finally, we have that a couple can really sail well.”

“Pretty as she is, every aspect of her design seems to have been refracted through a simplicity prism. Access for repairs is exceptional. The movement from helm to side decks and from side decks to foredecks is a breeze. The wiring and systems installations all reflect a commitment to functional excellence.”

“Several Balance 526 owners have reported 24-hour periods covering 260 miles or more. This is one very, very fast catamaran, laden or empty.”

Build Your Antares 44 Hybrid
Build Your Antares 44 GT
Antares Hybrid Details
Optional Salon Layout
GT and Hybrid Overview
Hybrid Design
Standard Features
Specifications & Layout
Performance
Building the Antares
Antares Design Concepts
Electrical Systems
Antares Line Management
Ted Clements – The Legend
Antares Owner Roundtables
Owner Satisfaction Survey
Antares University
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Exterior Photos
Featured Videos

Antares 44 Hybrid

Timeless Design

Meticulously Crafted

Great Performance

New hybrid tour.

Welcome to the NEW Antares design. It is best to view this virtual tour in full-screen mode. After pressing play, select the top right brackets to enlarge.

NEW Antares Tall Rig Option

We are pleased to announce a NEW sail configuration for the Antares. We have collaborated closely with Selden, UK Sails, and our engineers to enhance our design and increase sail area for customers who want to maximize light wind performance.

The new Tall Rig option takes the already high-performing Antares to a whole new level. With our improved infusion process, we have managed to reduce the weight by over 1,000 pounds, while maintaining our focus on safety and seaworthiness for our discerning bluewater cruising customers. We are proud to have engineered a new level of performance for Antares.

New Interior Color Option!

We have a new lighter-colored wood interior, with a new layout option for the port aft cabin. This is another example of Antares listening to our customers and creating enhancements that make the Antares the ‘Wold’s Best Liveaboard.’

New Hybrid & GT Cockpit Design

We completely redesigned the cockpit, increasing space, increasing window sizes, adding streamlined seating that is easier to lounge, without compromising our excellent helm position or the ability to manage all lines in the cockpit easily.

Catamaran Design Discussions

Saildrive vs. Shaft Drive - Which is better? Which is safer?

Whether you are buying a monohull or catamaran, understanding the difference between shaft drives and saildrives is important!

Are Performance "Cruising" Catamarans Safe?

Join us as we discuss the pros and cons of performance catamarans and dive into research done by the Univerisity of Southhampton, UK, about why multihulls capsize. Topics covered include catamaran stability, 2021 World...

Safe Catamaran Cockpit Design for Bluewater Sailing

Watch this short video to learn about safe cockpit designs for cruising catamarans. All too often, buyers overlook key safety considerations when buying a catamaran.

Catamaran Performance - Hype vs. Reality

In this episode of "All Things Antares," we discuss performance ratios, boat polars and hear from Antares owners about their sailing experiences in diverse conditions around the world.

Losing steering at sea is a potentially severe issue. Mechanical systems can be selected, and consistent maintenance schedules must be used to protect the safety of crew and vessels under challenging situations.

In this episode, we detail how the Antares hybrid catamaran is designed and demonstrate the hybrid systems on the water with our special guest, the CEO of Hybrid Marine.

Learn about Hybrid Catamaran design, the failures, and successes over the past 15 years. What are the design considerations for a global cruising hybrid catamaran? Are hybrid catamarans ready for world cruising?

Using a Parasailor Spinnaker on a Catamaran

In this episode, learn how to rig, deploy and trim a parasailor on an Antares Catamaran.

In this episode, we discuss the design considerations of galley up versus galley down and the differences between both options.

Superior design is as timeless as the sea. It never compromises safety or dependability for the latest market trends.

Meticulous craftsmanship takes time. Nothing is built well that is built fast.

Continuously refined.

Always improve, never settle. Every new Antares incorporates refinements, continuously improving our design.

Exclusively liveaboard.

Antares owners are part of an exclusive community. Their desires and expectations are to own the world’s best-designed liveaboard catamaran.

Owner testimonials.

“I love the comfort and dependability of our Antares. As we’ve sailed the world with our family, it has allowed us to be safe at home wherever we are.”

“Of all the catamarans available on the market, there is no other catamaran available in this size range we would choose at this time. All boats have pros and cons, the Antares provides a great balance in design, comfort, livability, sail capability, and crew safety.”

“The design of the Antares is well thought out, from the ease of maintenance, to comfort at sea. The contemporary design, wood throughout, large galley, and panoramic salon views make it more than a boat we live on. It makes it our home.”

“We were essentially non-sailors when we purchased the boat. Our first season, we sailed 8,000 miles. Then proceeded to spend the next 7 seasons exploring the Caribbean. I cannot imagine we would have found a boat that would have better served our needs. A truly special chapter in our lives.”

“The Antares is a versatile boat that can be used for various purposes, including ocean crossing, anchorage, scuba diving, ICW exploration, marina residency, and Bahamas home. It is easy to maintain and dock, making it suitable for new cruising owners. The Antares community aims to help make dreams come true without drama.”

“We have had a fabulous experience cruising on our PDQ Antares 44i. We purchased her in New Zealand and have enjoyed 5 years cruising around the South Pacific. We had had great support from the Forum and the Antares company over the years.”

“After owning the Antares 44 for 6 years, I still have not found another cruising catamaran that I’d rather have.”

“Antares is unique and special, and we love showing off our beautiful home!”

“The longer we had our boat, the more we appreciated the design, particularly in terms of safety and efficiency.”

“The safest, most well-designed couples / liveaboard cruising catamaran on the market – period.”

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Evaluating modern catamarans

Catamarans have been around, especially in the Pacific, for several thousand years. Early islanders sailed large twin-hulled canoes many thousands of miles, generally from Southeast Asia eastward to discover new island homes.

Modern multihull production started with the catamarans of Hawaiian Rudy Choy in 1947. The first cruising catamaran to circumnavigate was his World Cat in 1965. During the 1960s, Prout and Catalac of Great Britain were also starting to produce catamarans. Catamaran production took off in the late 1970s and early 1980s with French builders Fountaine Pajot, Catana, Lagoon and several others producing catamarans for the charter industry. Gemini also started building boats in the U.S. Soon afterward, South African builder St. Francis got started with a 43-foot cat in about 1990, and now a dozen others in South Africa produce about 30 percent of the world’s cruising cats.

After considerable research looking at a number of boats and more than four years aboard, full-time cruising in Southeast Asia, here are our thoughts on some important features to look for in a bluewater cruising catamaran.

Size vs. cost: As with all boats, as size increases, so does cost. We think a 42- to 48-foot cat makes a great cruising home. Any shorter, and sufficient load-carrying capacity for full-time cruising suffers; longer, and the hull and equipment costs skyrocket.

A stub keel-equipped cat drying out on a beach.

Bridge deck clearance (BDC): BDC affects the amount of noise in the boat from wave slap, especially while going upwind. We think a catamaran with about 30 inches of clearance is ideal. Increasing the BDC means more windage, which is a negative. Much less than 30 inches, and wave slap becomes a problem in rowdy sea conditions. Longitudinal under-bridge deck fins reduce wave impacts and strengthen the bridge deck. Reducing speed and falling off can also help minimize the problem. Consider how often you actually go close upwind in heavy conditions when cruising versus how much time you spend on other points of sail and in port. The St. Francis 44 has about 24 inches of BDC and it has completed many circumnavigations. However, that does not mean its BDC is ideal.

Load carrying capacity (LCC): Larger boats have more LCC for fuel, water, stores and equipment. Boats with finer hulls are faster than boats with fat hulls, but they will have less LCC. Most full-time cruisers will need at least 5,000 pounds of LCC. When asking this question, make sure you know the hull weight facts and what is included or not. Overloading a cat adversely affects speed, stability and BDC. Beam-to-length (B/L) ratio and stability: For boats in the 42- to 48-foot range, the B/L ratio should be around 50 percent. Less than that will adversely affect stability in heavy beam winds, but larger boats can be okay with slightly less. A higher ratio adversely affects sailing characteristics. Most modern cats are in that range; older cats are somewhat narrower but also have shorter rigs. For more on this important characteristic, search the Internet for “catamaran stability.”

Integrity and quality of build: There is a big difference in build quality across manufacturers of catamarans. Things to look for include builder reputation, hardware quality and strength, use of lightweight construction materials, anodizing vs. painting of aluminum extrusions, interior woodwork finish, exterior design, and equipment quality and installation technique. If water enters older cats made of cored balsa or plywood, there are often maintenance problems. A good construction practice is to make the underwater hulls of solid fiberglass, and the topsides and decks of foam-cored fiberglass. Solid underwater sections are more impact resistant and easier to repair; they also make adding thru-hulls less of a problem. But they do add weight. If enough of the boat is made with lightweight cored fiberglass, the hull will not sink in case of a major collision or capsizing. This is a major catamaran safety feature, as it is always better to be upside-down on the surface than right-side up on the bottom.

A large navigation station and office properly located.

Engine and power train: Having two engines is a major catamaran benefit. Engine and sail drive location on a lightweight catamaran affects pitching in a seaway, so a central location is better for weight distribution. However, a watertight bulkhead between an aft engine room and main cabins can prevent major flooding in case of shaft or sail drive damage. Engines under bunks or accessible only from aft deck hatches are a problem for routine maintenance and underway repairs, especially in rough weather. Sail drives simplify installations but aren’t as robust as a traditional transmission and shaft installation. From a maintenance standpoint, ensure you can perform routine maintenance easily and remove the engine from the boat if necessary. I consider our amidships engines ideal, but my wife does not agree that the galley is a good place for an engine.

Stub keels vs. daggerboards: Most cruisers prefer stub keels over daggerboards because they allow for drying out on the keel bottoms, can give extra tankage and a double bottom, include a deep bilge, and protect props and rudders from grounding damage. Daggerboards allow slightly higher pointing ability and speed in a narrow, upwind steering angle. However, the trunk and board are hard to clean and paint, the board is vulnerable to grounding and floating debris, and it can get stuck. Most modern catamarans built for cruising feature well-designed stub keels using NACA foil specifications.

Rigging and sails: In order to help prevent losing the mast if a standing rigging component fails, doubled shrouds and headstays are better than singles. We prefer mechanical wire end fittings because in case of a wire failure overseas we would be able to replace it ourselves. There should be sufficient winches to handle all sheets, halyards and reefing lines in an efficient manner. Pay particular attention to how easily reefing is accomplished. Can a light-air sail, a boom vang and preventers be accommodated? Will the mast height allow passage under the 65-foot height restriction for the U.S. inland waterways?

Helm placement: The primary helm station should be well out of the weather, have unobstructed visibility to all four corners of the boat, be quickly accessible from the cockpit, and have all controls and instruments available. Double helm stations, especially those aft on the hull decks and flying bridges, as well as those requiring looking through the saloon windows to see forward, can all be problematic. We think the best option is a single helm station on the forward cockpit bulkhead, well protected from wind and water, and with a good view in all directions — especially forward. Some modern catamaran designs feature a single-level main cabin overhead and cockpit top, which may conflict with the above desirable features.

Chief engineer (author Dave McCampbell) comfortably at work on the port amidships engine.

Galley location: For those subject to seasickness, galley location can be a personal issue. But for cats less than about 48 feet, locating a large galley with adequate storage in the saloon is a problem. A galley, navigation/office station, dinette table and seating, and three entry/exits are all competing for space there. Further, an adequately sized and located navigation station, galley clutter and light contamination underway are potential problems in “galley up” boats. However, ventilation, crew interaction and seasickness issues are sometimes improved. Ideally, a large refrigerator, pantry and significant galley storage would all be co-located and on the same level with the galley. “Galley up” may be attractive, especially on weeklong charters with guests, but for the other reasons, we prefer the “galley down” arrangement for full-time cruising.

Navigation station: When full-time cruising, the navigation station becomes important for navigating, communicating and office use. Additionally, the circuit breaker panel, most electronics and battery/charging controls should be located there. Ideally, it would be positioned forward in the saloon with a comfortable seat and a good view forward.

Ground tackle: As one of the more heavily loaded systems on a cruising boat, high strength and no weak links are important for all ground tackle equipment. Look for double anchor rollers, strong bridle attachment fittings and good ground tackle storage arrangements. One of the better bridle attachment points is at the bow crossbeam to hull fittings. These should be exceptionally strong, and many boats have specially designed attachment fittings here. Ensure bridle-to-chain attachment fittings are full strength, removal can be done quickly, muddy chain can be washed effectively and that the chain locker is deep enough to minimize chain castles. The windlass should be robust enough to handle the boat’s ground tackle in at least gale conditions. Choose your anchors carefully; large scoops, like the Spade or Rocna, perform much better than older designs.

Decks: Uncluttered and relatively flat decks are preferred for safety at sea. Nonskid needs to be aggressive enough to ensure no crew slippage when wet. Fittings should be very robust and of quality construction. At least six large cleats should be very strongly mounted with large backing plates to spread out heavy loads. Many modern cats have little or no exposed teak — a feature I appreciate.

Rain-catching hardtop with solar panels and boom crutch.

Bows and rudders: Bows and rudders should be strongly reinforced on their leading edges and designed so as not to catch lines and logs underway. Modern vertical and reverse stems, as well as spade rudders, have more of a problem with this than traditional skeg-hung rudders and bow shapes. Both keels and rudders should be designed to NACA specifications in order to perform efficiently.

Liquid capacities: For full-time cruising overseas, we think an onboard fuel capacity for a 1,200-nm range on one engine and about three weeks of water are ideal. At our average use of about seven gallons per day, about 150 gallons gives us more than 20 days of water. That is enough for many long ocean passages if there is no rain and the watermaker quits. Many modern charter cats have a large water capacity but a small one for fuel.

Watermaker: A large-capacity (approximately 40 gallons per hour) watermaker makes good sense in order to reduce the unit’s run time and the weight of stored fresh water aboard. Simple mechanically driven units are far less expensive, are less of a maintenance problem and can have higher capacity than 12-volt electrical units. We almost always are able to run ours when otherwise underway, so there is little need to run it at anchor — and most of the time we can collect sufficient rainwater anyway.

Refrigeration: As full-time cruisers overseas, we prefer a separate front-loading refrigerator for its convenient and quick interior access. However, the freezer needs to be top loading to provide good thermal efficiency. Capacities of up to 10 cubic feet for the refrigerator and 4 cubic feet for the freezer will provide good long-term storage. These are manageable for electrical energy usage, provided good system design and proper insulation values are used. However, many refrigeration boxes are deficient in insulation. The closer the refrigerator is to the galley the better from the cook’s point of view.

An example of uncluttered flat decks and no teak needing upkeep!

Cockpit covers: A well-designed solid cockpit cover should be able to prevent rain from entering the cockpit through the use of removable front and side curtains, facilitate access to the mainsail and the back of the boom, allow for mounting multiple solar panels, and be able to collect a significant amount of fresh rain water. Careful design will prevent water from entering the cockpit during rains while still allowing some ventilation. Ensure the edges won’t drip on the cockpit seats or instruments. Lightweight construction is a plus.

Dinghy davits: Some dinghy davits are incorporated into an arch or tubular support for the cockpit top. These need to be very strongly constructed because the dinghy usually lives there at sea. It should allow hoisting of the dinghy well above the water to help prevent theft and wave slap.

Saloon windows and doors: Extra strength and careful design are required to prevent large breaking waves from flooding the boat and easy entry by an intruder. Thick polycarbonate/Lexan or safety glass is best; acrylic/Plexiglas should not be used. Inspect the window mountings and door hardware carefully for adequate strength and watertightness. Consider main cabin window designs that limit heat entry from the midday sun.

Ventilation: Multiple opening hatches and ports should ventilate every space, especially the saloon, galley, sleeping quarters and heads. We have 14 hatches, six ports and two escape hatches — all opening. Escape hatches provide excellent ventilation, should be large enough for you to pass through, and should be located at least 18 inches above the waterline to prevent flooding while open at anchor. All should be of quality manufacture with tight replaceable seals. Provisions to prevent intruder entry are a plus. Consider how well ventilated the cockpit is in light wind conditions.

Crash bulkheads: Modern catamarans have crash bulkheads located forward and aft in each hull to prevent collision flooding. They should be well sealed from adjacent spaces and have door lips well above the waterline. Obviously, these are not places for heavy gear. Installation of large holding tanks, which are usually empty at sea, can provide a double bottom in the bow.

Good escape hatch location above the DWL.

There is plenty here to consider before purchasing a cruising catamaran. Many modern cats are built for the lucrative charter trade and have features that may not work well — like minimal fuel storage capacity — for full-time ocean cruising. Some of these can be corrected or improved, some cannot. There is much good information on the Internet, but be suspicious of dealer hype. Ask specific questions and request proof of anything that doesn’t seem right. Make a list of what to look for before going aboard a potential purchase. Although most cruisers spend 90 percent of their time in port, due consideration should also be given to features that enhance safety and comfort at sea. Most catamarans are optimized for tropics cruising and are probably not the best choices for high-latitude voyaging.

There is no perfect catamaran with all the features you will want, so be prepared to compromise somewhat. Photos and more detail are available on our website below, under a slide presentation titled “ Evaluating Modern Catamarans .”

Dave McCampbell is a retired U.S. Navy diving and salvage officer with over 40 years’ cruising and eight sailboats’ worth of maintenance experience. He and his wife, Sherry, have recently cruised the eastern portion of Southeast Asia, including the Philippines, Raja Ampat, Papua New Guinea and the Solomons. Earlier, they spent eight years slowly crossing the Pacific. After 19 years aboard their CSY 44 monohull, they bought a St. Francis 44 Mk II catamaran in 2015.

By Ocean Navigator

Building the Privilège Signature 510 | Part 3

April 8, 2020

Bottom paint, shaft and prop. This is another opportunity to show the important shaft drive feature on the Privilège Signature 510.

New Windshield | The helm now enjoys better weather protection thanks to a fully water-tight, safety glass windshield.

Line management | Privilège has always provided for complete line control at the helm. This improvement replaces a line bag with a locker that will better survive the elements.

Shaft Drive | This most important upgrade also provides for great engine access. Pictured here are optional 110 hp Yanmars.

Twin Cleats amidship | This is a really good improvement that will make life better and easier at the dock.

Twin Windlass set up | This is not actually a new option, but I wanted to show it on the Privilège Signature 510. This is one of the very few catamarans designed for this arrangement that is so important for long distance sailors.

Salon ventilation (opening skylight) | The number of opening overhead hatches in the salon have increased from 3 to 5.

Master cabin (windows) | The amount of passive ventilation and size of windows has also been increased in the master cabin.

Salon cabinets and tv | The furniture in the salon now offers additional storage and better television placement.

Cockpit comfort (new back rest) | The excellent enclosure and overall comfort of the cockpit of the Privilège has always been popular. The Privilège Signature 510 provides extra seating by adding a backrest beside the sliding door.

Other improvements include additional solar panels, a better helm enclosure, larger nav deck, more cabin configurations and better deck hardware.

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Features & news.

Building the Privilège Signature 510 | Part 1

The really good news about the new Privilège Signature 510 is that it isn’t a completely new design. The hull from the former 5 Series has changed little as it has proven to be a solid design for long distance, liveaboard cruising.

Building the Privilège Signature 510 | Part 2

The Privilège Signature 510 hull #1 was recently launched and is now being commissioned. We’ll soon have pictures that will highlight the improvements to what was already a serious bluewater passagemaker.

Launch and Improvements. The last step in preparing to launch the new boat is to apply the bottom paint. In this case the owners decided on Coppercoat with its promise of less maintenance.

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03-01-2008, 19:16
Boat: 1967 Starcraft 16' - 1961 Mercury 70hp	trying to decide which would be the best one for me. I would like to to long range cruising. Maybe a . I have done a lot of reading and asked some very experienced and knowledgable people for their opinions. I am coming to the conclusion that for long range cruising, a shaft drive or prop shaft is much better than what seems to be the more typical . How do you feel about this? Which in the 35 to 42 foot range came with, or now come with a shaft drive? Thanks, Jeff Lessnau

03-01-2008, 19:21
	dictates shaft drive in your size range.

03-01-2008, 19:25
Boat: Gozzard 36

03-01-2008, 19:31
Boat: 1967 Starcraft 16' - 1961 Mercury 70hp	which is as close to perfect for my purpose I can find. I quote some info I found online below: Though it's time-consuming to correctly align the and propshaft, shaftdrives have the distinct advantage that the propshaft and prop allow the use of slow-leaching copper antifoulings. These paints last much longer than the non-copper paints needed for aluminium legs, and if your is , and are less susceptible to than an aluminium leg. Although to my knowledge very few (if any) saildrive diaphragms leak, if your boat is left afloat unused for long periods, there's more in having a small stern gland than relying on rubber diaphragms. When I interviewed operators in the Whitsundays about their drive system preferences, their main gripe was the fine particles from in the area. They said that these particles blocked saildrive cooling-water intakes with monotonous regularity. Once the unscreened intakes of a saildrive leg had clogged, the had to be slipped and the drive leg removed to clear the blockage, unlike the separate cooling-water intakes of shaftdrive motors, which could be cleaned by simply over the side and removing the grit with a screwdriver. Saildrives generally have only one ratio choice and the ratio is the same ahead and astern to facilitate counter-rotation. But even with small shaftdrive diesels such as the , three different ratios are offered and the two taller ratios have a higher ratio ahead than astern. This allows the to reach its torque band faster and reduces overloading when going astern to stop the yacht or when using the to back off a sandbar. To reduce overall size and weight, most saildrive gearboxes have dog clutches whereas shaftdrive boxes have cone clutches that allow for a more progressive take-up of ahead or astern and have a longer lifespan. Shaftdrive is also lower than saildrives because only the shaft and prop are exposed to seawater and the may be serviced from within the . As most new fibreglass yachts come standard with saildrives your drive system choice is severely limited. If you're fitting-out from scratch a fibreglass yacht with a separate and for harbour , the ability to concentrate engine and drive system weight amidships makes a saildrive very attractive. But if you're fitting-out a cruising yacht, especially a heavy hull designed for passagemaking that won't be frequently slipped, then I'd recommend staying with a shaftdrive.

03-01-2008, 19:35
	will help alot. as this is a global board, are you in the US or another country? which one?

03-01-2008, 19:38
Boat: 1967 Starcraft 16' - 1961 Mercury 70hp	.

03-01-2008, 19:43
	that is banned here. In the class of boat your looking at 35-40ft it realy is of minor consequence which drive config is in place. Both have advantages, both have disadvantages. Accept that there is no perfect boat and accept the comprimise. To get something sea kindly, you loose pointing, to get something that point, you'll loose ability. A shaft "can" be hard to align. but it's easier than stopping the leak from a torn boot. A new shaft and prop might cost 800, a new SD unit can go above 2000 quickly.

03-01-2008, 19:55
Boat: 1967 Starcraft 16' - 1961 Mercury 70hp	gets in the lower unit, you have strife. If you hit something with the saildrive you are in trouble. Then you also have that thick membrane plugging the hole in the hull where the sail drive sits. I personally wouldn't take a boat with sail drives. I would do coastal cruising, - that sort of thing. But for a trip, it's a prop shaft for me. A prop shaft is easy to maintain; I still have the origional shafts after fourteen years of . I have changed the cutlass bearings three times - a fairly easy job. If I'm going to be in atolls and distant patches of paradise, I don't want to have to deal with the problems that accompany saildrives.

03-01-2008, 19:59

03-01-2008, 20:06
Boat: 1967 Starcraft 16' - 1961 Mercury 70hp

03-01-2008, 20:13
Boat: Privilege 39	39 is shaft driven. I like the advantages, but it was in no way a go/no-go factor... We looked at boats with shaft, sail, and sonic drives but it was just never the determining factor.

03-01-2008, 20:25
Boat: 1967 Starcraft 16' - 1961 Mercury 70hp	39 has been at the top of my list, but it is my understanding that most P39's came with saildrives? I am also concerned about on the P39's . I am 6'1 and would like to be able to stand erect. How much room do you have? I read that the Privilege 37 had more ? Are they simular quality boats? Are there any other simular boats with shaftdrive? Shaftdrive is not my only concern, but it is important to me. Jeff

04-01-2008, 03:51
	space for people. To do any real you need to haul the boat out. This can be expensive as well as a logistical nightmare with a 20+ft beam. With shafts you can dive the boat and pull a shaft at if necessary. Shaft do increase the possibility of catching a pot or wrapping the dingy painter. But I think the ability to them is more important.

04-01-2008, 05:02
Boat: Catana 471	tight bulkheads. A sea water system or diaphram failure that results in an flood cannot result in flooding the hull and would only flood a little above the design waterline. Add in the benefit of not having engine room smells and having lower in the living spaces, and having perhaps better engine access makes isolated engine rooms attractive to many folks. Dave

04-01-2008, 07:28
	and have looked at a lot of cats with sail dirves, and since the question was raised, I offer some things that I have found. Sail drives have some advantages - they are less drag than a straight prop and strut, the prop thrust is horizontal and not on an angle as with a shaft drive, they take up less space, and they are less labor to install than a shaft drive. The disadvantages are - they require more and are more prone to problems. Let me explain - 1. The gearcase (leg) is and is always submerged - you must be vigilant in keeping the zinc in good condition to protect the . The zincs can be replaced by a diver but ut is easier to do out of the water. 2. The shaft and gear should be replaced/changed at every haul-out. It is very common to find in the gear due to leaking shaft - I think many people forget about the seals. Unfortuantely, to do both both jobs the boat needs to be out of the water. 3. The hole in the bottom of the boat is large compared to a shaft opening. Although you have 2 rubber seals if they both fail (very rare), you do have a large amount of water entering. 4. They are expensive to or replace. There may be other advantages and disadvantages, but these stick out in my mind. If I were and had a choice, I would opt for a straight shaft drive, because they are easier to take care of, which means more time for enjoying the (what it's all about).

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Your Boat Should Protect You

What defines a circumnavigation-class catamaran? We strongly believe that safety should always be a priority.

Everything from steering to rigging aboard the Antares catamaran was designed to protect you. You may have noticed that Antares has never offered a choice between charter and owner’s versions, to do so would undermine the offshore integrity of the hull design. The enclosed cockpit aboard the Antares is designed to protect you from the weather, and not just for cocktail parties (though that's never stopped us before)!

As a circumnavigation-class catamaran, the Antares is outfitted with a superior shaft drive system and not with sail drives. Shaft drives are not only more robust; it also means that the propellers are placed in a protected area at the end of the keel where there is minimal water disturbance. This also allows concentrated weight distribution amidships, keeping fore and aft pitching to a minimum and enhancing responsiveness and comfort at sea. This same focus on safety is reflected in the skegged rudders. Instead of unprotected spade rudders that are often used to cut costs and simplify production, the fully skegged rudders aboard the Antares catamaran make the rudder stocks resistant to bending.

Another detail to safety is a superior steering system intended for blue water sailing. The Antares catamaran is outfitted with a premium shaft and rotary gear steering system as opposed to cable or hydraulic steering. Another factor where safety is never compromised are the two watertight bulkheads - one inside each bow locker, as well as watertight bulkheads forward and aft.

Length overall: 44'
Length waterline: 43' 6"
Beam overall: 21' 9"
Height above waterline: 61'
Weight: 17,500 lbs.
Displacement: 22,500 lbs.
Fuel Capacity: 120 US gal.
Water Capacity: 150 US gal.
Twin Volvo 40 HP diesels
Twin Yanmar 29 HP diesels
Twin Volvo 57 HP diesels

What Antares owners are saying

"If anybody is considering taking up the cruising lifestyle - just do it. The hardest part is actually setting off. The second hardest will be going back home."

"The Antares 44i catamaran is the perfect sailboat to liveaboard and cruise as a couple, and also be joined now and then by close friends and family."

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› Hybrid Drives

Deep Blue Hybrid

Deep blue is a fully integrated propulsion and energy management system, industrially engineered and customizable with modular components. the result is exceptional performance, compliance with international safety standards, and highly intuitive operability.

Relaxation: no noise from the motor and only a little noise from the generator
Environmental protection: use renewable forms of energy
Independence: adequate energy on board, less need to head for a marina
Convenience: simple joystick docking
Simplicity: only one type of fuel – and less of it required

System Overview of the Hybrid Drive System


1	Powerful electric motor: delivers between 25 and 100 kW of continuous power at 360 V. Available as inboard, outboard or saildrive
2	360 V high-capacity lithium battery system
3	12 V batteries: system power supply for starting up the high-voltage battery system and the diesel generator. The Deep Blue system manages these batteries autonomously
4	Efficient state-of-the-art diesel generator. Only runs when power requirements exceed the renewable sources and available battery capacity. Runs at optimum operating point feeding the 360 V system directly
5	Onshore power chargers: for charging the system from the AC mains supply in port
6	System management unit: the heart of the drive management system. This is where all the connections and system management functions for the drive train are concentrated
7	Onshore power connection: The large battery bank can be recharged with sufficient energy for the voyage when in port
8	System connection box: this is where the connections and system management functions are linked together to form a complete system and where other (convenience) functions for larger boats and yachts are integrated
9	AC inverter: provides independence from power conditions on land. Voltage and frequency can be freely configured
10	Isolated AC power system (120/240 V AC current, 50/60 Hz): equipment and power sockets are connected via an AC power distributor
11	Bi-directional DC/DC converter: connects the 24 V DC power system with the battery system, allowing the free transfer of power
12	24 V on-board batteries: act as a buffer and redundant power store for the entire on-board electrical system
13	Solar charge controller: converts power generated by photovoltaic into the right voltage for the on-board power system. Highly efficient thanks to MMP tracking
14	Photovoltaic modules: generate solar energy as additional power for the system
15	Electronic throttle: controls the performance of the electric motors. The twin remote throttle allows individual control of two drive trains
16	Display with onboard computer: allows the flexible management and modification of parameters controlling the usage patterns of the system

System Components

High-capacity lithium battery technology.

Lithium-based batteries are the technology of choice for electric mobility applications. They store significantly more energy than all other batteries, they maintain a high current, they do not lose their charging capacity, they supply power reliably, and have no memory effect. They also have a much longer useful life than lead-based batteries.

The benefits for customers:

• High energy density

• Lower costs

• Long service life

• Highest quality and safety standards

Dimensions and preliminary specifications

	Deep Blue Battery 40	Deep Blue Battery 80
Nominal voltage	352 V	348 V
Chemistry	Lithium-Ion, NMC	LFP - Gr
Safety	IP67 ingress protection, venting, damping, IEC 62619 & IEC 62620	IP67 ingress protection, venting, damping, IEC 62619 & IEC 62620
Capacity (usable)	38 kWh	77.6 kWh
Weight	284 kg	562 kg
Dimensions	1660 x 964 x 174 mm	1800 x 853 x 236 mm

Click here to learn more about battery technology

Economical auxiliary power

Third-party generators can be integrated into the Deep Blue system via the DC generator interface developed by Torqeedo. The converter generators eliminate the fixed ratio between rotational speed, power and voltage output.

Integrated into the information, safety and energy management system of the Deep Blue Hybrid, the generators produce any combination of power and voltage as required, adopted to individual setting.

Third-party generators can be integrated into the Deep Blue system via the DC generator interface developed by Torqeedo, providing long-range motoring and efficient backup power for serial hybrid systems. The converter generators eliminate the fixed ratio between rotational speed, power and voltage output.

Integrated into the information, safety and energy management system of the Deep Blue Hybrid, the generators produce any combination of power and voltage as required, adopted to individual setttings.

Technical Data

	Panda 45 VS PMS Generator
Continuous power	45 kW
Max. rpm of diesel engine	2,800
Weight	595 kg
Dimensions	1313 x 800 x 892 mm
Benefits	Low noise

Typical application areas

Perfect for ...

• Torqeedo Deep Blue Hybrid drives with shaft power from 25 to 100 kW (equivalent to 40 – 160 HP)

• Sailing yachts, ferries, water taxis, etc., with hull lengths from 40 to 110 feet (12 – 33 m)

Highly flexible thanks to four operating modes

The Deep Blue Advanced Energy Management System offers four ways of conveniently operating the hybrid system automatically:

	Generator off; completely electrical operation.
	The generator recharges the batteries. As soon as the maximum battery level is reached, the generator only produces the power currently required by the drive system, allowing the float mode to be activated.
	The generator starts automatically if the battery charge falls below the previously defined level.

Electrical drive power, on-board power and charging power of the highest standard

The Advanced Hybrid Control System for the Torqeedo Deep Blue Hybrid system controls the generator to optimum effect (single or twin installations). It provides a reliable supply of electricity for 360V DC boat drive systems as well as all other 110/230V AC and 24V DC power supply systems on board:

Hybrid and charging power for the Torqeedo Deep Blue system

• AC on-board power supply for galley, air conditioning, water maker and other electrical consumers on board (hotel loads)

• Low-voltage DC power for lighting, radio, navigation, winches, etc.

Always in control

Deep Blue Hybrid offers intuitive operation presented on the multifunctional display, providing a complete overview of the entire system and access to all control functions.

The software keeps an eye on everything and prevents errors like deep-discharging batteries. An easy-to-understand graphical user interface is available as either multihull or monohull and delivers complete, up-tothe- minute system visualisation.

Premium throttles

We’ve come to expect an intuitive way to operate our technical devices. We expect detailed information, nicely displayed and clearly arranged. We expect that the objects we use are both beautiful and functional.

This is what spurred us to create the new Torqeedo throttle family and improved user interface for Deep Blue.

Our premium throttles offer the right solution for every application, whether for sailboats or on motorboats – ergonomic, strong and functional. All premium throttles come with Bluetooth built in for simple integration of Torqeedo’s TorqTrac smartphone app.

Hybrid Drive System and Integrated Energy Management

Hybrid drive system.

Powerful and silent electric drive systems allow manoeuvring and sailing at hull speed.

High-performance batteries adapted from the automotive industry enable prolonged motor-cruising for up to 50+ nautical miles without use of a generator. Solar power generated on board and hydro-generated energy – the propeller rotates while boat is under sail – provide additional propulsion. Besides, the integrated generator provides sufficient energy to cover long distances, if required.

The slowly rotating electric drives allow precise maneuvering and in combination with joystick docking makes putting out to sea and berthing as easy as pie.

Integrated energy management

The integrated management system of Deep Blue Hybrid makes it possible to use available power in any way you wish – for the powerful high-voltage drive system, for the 24 V on-board power supply or to operate equipment with 230 V AC current. Deep Blue Hybrid is designed in such a way that energy is always available where it's needed.

The combination of energy generated from renewable sources and by the generator means that there is always sufficient power available. However, the generator does not need to run for as long.

Clean and safe electricity can be used for all equipment and so it is no longer necessary to have propane or petrol on board. A tender can also be run electrically and can be charged from the Deep Blue Hybrid on-board power system.

Torqeedo Energy Management for electric sailing yachts

Professional Safety

Professional safety for your sailing yacht.

Particular attention should be paid to standards compliance and safety during the development of a hybrid drive system. During the years spent on developing the Deep Blue Hybrid system we followed safety concepts that, for example, are standard in the automotive industry – but which previously could not be found in powerful electric drive systems for electric sailing yachts.

In addition, electrical drive systems for electric sailing yachts pose special challenges that are not relevant for other industries. In this respect, it is not enough to just follow the standard of other industries for high-voltage boat drives. As we are used to setting new standards, we have done so with regard to safety. Below you will find a number of examples of the Deep Blue Hybrid's unique safety concept.

Isolation monitor: constantly monitors that the voltage from all 360 V components is completely isolated from the boat – not just for individual system components but for all of them. If damage is detected, e.g. to the cable insulation, the system will issue an alert. In the event of dangerous insulation failure, the system will be shut down.

All components are waterproof: Components that were not specifically developed for boats are not always waterproof. All the components of a high-power system on a boat must be waterproof to guarantee safe operation. That is why all of our components are waterproofed.

Automotive industry-level battery safety: The first lithium batteries for the marine industry with the advanced quality standards of the automotive sector are the result of Torqeedo's collaboration with established battery manufacturers. Integrating a battery into a drive system and the associated safety concept alone requires considerable effort that can only be achieved by working together with the battery manufacturer.

Battery venting: In the unlikely event that the redundant safety mechanisms of the battery fail, the battery cells can reduce their temperature and pressure via a pressure valve. While batteries are installed in electric cars in such a way that they can discharge battery gases directly onto the road, on electric boats the gases must be channelled safely off the vessel. We developed the first safe venting system for boats for the Deep Blue System.

Battery damping: All components on fast and seagoing boats are subject to constant high levels of shock that exceed shock levels on the road – in some cases over 12 g of acceleration force. The same holds true when trailering the boat. Since batteries and battery electronics are not designed for these constant impacts, they need their own damping system on boats (in addition to the damping mechanisms within the battery). Torqeedo is the only company in the world that provides this for maritime use.

Benefits for Boatbuilders

Custom-built solutions are often pursued in order to meet a user's requirements. These individual hybrid projects raise a number of difficulties:

High-end components do not exist for the custom project. High-tech safe lithium batteries, for example, require an intensive design-in process in close cooperation with the battery manufacturer's research and development department. However, reputable high-voltage battery manufacturers do not supply their batteries for custom solutions that they are not familiar with and that have not been coordinated with them in detail.
Creating an integrated hybrid system requires a comprehensive research and development project accompanied by many person-years in the field of development running to the tune of several million euros. These efforts are not undertaken for custom projects, leading to lower reliability and a lack of complex but important safety features (such as pilot lines).
The system integrator has the statutory duty to ensure that the hybrid system complies with all the relevant and mandatory standards such as the Machinery Directive and the EMC Directive. Custom hybrid systems do not generally meet these standards. Since a boatbuilder is responsible for ensuring that the entire boat complies with standards, the installation of custom-built hybrid systems constitutes a serious risk for boatbuilders.

Unlike custom-built hybrid systems, DEEP BLUE HYBRID addresses the requirements of environmentally aware customers, offering a turnkey solution that guarantees compliance with the relevant norms and standards.

DEEP BLUE HYBRID was created in an extensive research and development project involving a large number of mechanical and electrical engineers over several years. The components were carefully selected and coordinated with an overall system. Essential inspections and certifications were performed at system level.
High-end components such as hybrid batteries from the automotive industry were integrated into the system.
Torqeedo assumes responsibility for the functionality and compliance with relevant standards for the whole system.
DEEP BLUE HYBRID was developed on the basis of modular components. It allows flexibility and scalability without affecting system integration and reliability.
DEEP BLUE HYBRID for electric ferrys, electric sailing yachts, electric catamarans & electric water taxis.

If we have awakened your interest in our products we would be pleased to send you more detailed information. Simply enter your details in the contact form below and we will get in touch with shortly.

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Shaft drive

Oceanvolt shaft drive motors.

Oceanvolt offers a range of Shaft Drive motor systems to provide propulsion and hydro generation for vessels that require mid-ship motor placement.

Oceanvolt Shaft Drive systems offer a silent, vibration-free propulsion solution that is easy to install, requires minimal cabling and is maintenance free.

Shaft drive (AX)

Synchronous permanent magnet electric motor
Shaft drive with 2.46:1 reduction
Lightweight: weighs as little as 22kg
The only complete electric inboard propulsion system with EMC certification
Dual function: propulsion & hydro generation (while under sail)

system installation layout (example)

Nominal Power
Reduction Ratio
Motor weight

OCEANVOLT AXC – Modular shaft drive motor systems

The new Oceanvolt AXC series provides higher performance, greater durability and more comfort than ever before. The motors have been designed for the benefit of customers operating larger, heavier displacement boats including charter catamarans, non-planing motorboats, heavy duty commercial boats & small passenger ferries.

The Oceanvolt AXC series is a modular system available in four power configurations 10kW, 20kW, 30kW or 40kW; the latter of these provides power to the equivalent of up to 100hp. The AXC system can also be installed as a twin system in catamarans and motor boats.

The AXC offers many of the same benefits as Oceanvolt’s SD sail drive and AX shaft drive systems - only now with a longer cruising range, higher top speed and even lower levels of vibration and onboard noise levels due to the direct drive. AXC systems also require significantly less space on board compared to a traditional diesel engine. 4rabet is a betting app that is available in India. 4rabet offers a wide range of betting options for Indian users, including online casino, sports betting, and horse racing. 4rabet also offers a welcome bonus for new users. 4rabet is a safe and secure betting app that offers a great experience for Indian bettors. 4rabet is the perfect betting app for those who want to bet on the go, look here . 4rabet is an excellent choice for Indian bettors who are looking for a safe and secure betting app. 4rabet is a great betting app for Indian bettors who want to bet on the go.

The AXC has an integrated motor controller and can be retrofitted on the existing mounting frame of a Yanmar or Volvo shaft drive motor.

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COMMENTS

Any Catamarans with Shaft Drives, Not Saildrives ?
Endeavour Catamarans, both their SailCats and PowerCats, use shaft drive because they put the prop in a tunnel to protect it. Keep in mind that Endeavourcats move to shaft drives on the sailing versions is a recent development. Older Endeavourcats have saildrives and some of the very old ones used outboards.
Should I Buy a Catamaran with Saildrives?
According to builders at Volvo-Penta, on a standard 40 foot boats horse power engine, the straight shaft drive looses 3-5 horsepower over catamaran with Volvo-Penta sail drives. Interesting fact! Lastly, straight shafts must be aligned exactly, and put thus puts a lot of pressure on the engine mounts, requiring realignments occasionally.
HH52
The coachroof has been designed to include a custom solar array to optimize the benefits of our EcoDrive; a 48v parallel hybrid propulsion and power system, offering 20kW of silent fume free electric motoring, instant torque for maneuvering, hydro-regeneration when sailing, 10kW of power generation, and the reliability of two shaft drive diesel ...
9 Safest Catamarans For Cruising, Circumnavigation and Why!
The safest cruising catamarans offer a good beam to length ratio, sail fast, and are over 42ft. These include the Manta 42, the Lagoon 450F, and the Catana 44. They are stable, waterproof, easy to handle in stormy weather, and feature a sturdy design. When boarding a boat, you expect to get to your destination safely, and with your bluewater ...
Shaft Drives
A shaft drive propulsion system is far superior, especially for a global cruising yacht. While a sail drive installation of a compact unit of engine and drive train offers some advantages for convenient and relatively inexpensive installation by the builder, the advantages of a shaft drive are critical for a true blue-water global cruising catamaran.
Catamaran Drives Types
A somewhat unique option is the Sillette Sonic drive (common on Gemini 105 catamarans) which is a type of saildrive. It allows using an inboard engine with an outboard drive leg exterior to the boat. ... The main disadvantage in a catamaran is the shaft placement limits where the engine can be placed - it must be fairly far forward, and takes ...
HH50
HH50-SC (Sports Cruising) The HH50-SC integrates the very latest in race boat technology but remains equally comfortable and family friendly. This is a "no-compromise boat" with full carbon construction, dual helms, C-shaped carbon daggerboards and stunning performance for its size. Click here to view HH50 brochure.
Catamarans with direct drive
Boat: PDQ 36, 36'5", previously Leopard 45 cat and Hunter 33 mono. Posts: 1,345. Re: Catamarans with direct drive. The older Leopard 45, 38, 42 and 43 all have straight shafts. They are known in the industry as being extremely rugged, more so than the later Leopards not to mention other later cats.
Antares Catamarans
With flat deck surfaces, fully secure cockpit with enclosures, shaft drive propulsion, and maximum use of space - our superior design provides a comfortable home for the serious world cruiser. Meticulously Crafted ... "Of all the catamarans available on the market, there is no other catamaran available in this size range we would choose at ...
Saildrives or Straight Shafts? Which Is Best for Me?
(The newer drives allow you to change the oil from inside the engine room easily, without having to haul the boat.). When a sailor finds milky fluid on the older sail drive legs it is good to run the engines and transmissions frequently. This will keep the sail drive oil emulsified until the next haul when the seals can be replaced.
442
Performance. With her carbon reinforced foam core hulls and powerful sail plan the Balance 442 is a fast and able voyager. Upwind she points high, with little leeway, in the 6 to 8.5 knot range with her high aspect daggerboards. Reaching she enjoys speeds between 7 and 13 knots.
Saildrive vs. Shaft Drive
Whether you are buying a monohull or catamaran, understanding the difference between shaft drives and saildrives is important!
Making a Great Boat Better
With improvements like available shaft drive propulsion, even better weather protection, more storage, and passive ventilation. ... Like all Privilège Catamarans, the 510 is a semi-custom build that gives the owner flexibility to accommodate their particular requirements. There are, however, new standard storage solutions that are suited for ...
Antares Catamarans Home Page 2023
Antares Hybrid Catamarans, The World's Best Liveaboard, Antares 44 2024 Antares Catamarans Home Page 2023 2023. Skip to content. Antares Catamarans. The World's Best Liveabaord! About. ... Whether you are buying a monohull or catamaran, understanding the difference between shaft drives and saildrives is important!
Evaluating modern catamarans
Engine and sail drive location on a lightweight catamaran affects pitching in a seaway, so a central location is better for weight distribution. However, a watertight bulkhead between an aft engine room and main cabins can prevent major flooding in case of shaft or sail drive damage. Engines under bunks or accessible only from aft deck hatches ...
Building the Privilège Signature 510
The Privilège Signature 510 provides extra seating by adding a backrest beside the sliding door. Other improvements include additional solar panels, a better helm enclosure, larger nav deck, more cabin configurations and better deck hardware. Link to View Part 2. Launch and Improvements. The last step in preparing to launch the new boat is to ...
HH60
HH60-SCF (Forward Helm) The HH60-SCF is the same boat as the SC, but features a forward cockpit and optional aft tiller chairs. This lowers the boom, reduces weight and increases sail area (and performance). It also makes room for an industry leading 5,774 watts of solar on the coachroof and davits. Better by design.
Sunreef 60: A Power Catamaran with Pod Drives
The popularity of pod drives has been on the rise for years, as more boat owners have left struts and shafts behind for these steerable drive units. But the love affair is one that's been enjoyed primarily by owners of monohulls. Sunreef Yachts of Poland recently broke new ground by powering its 60-foot power catamaran with Volvo Penta's IPS800 pod drives, and the installation has been so ...
Saildrive vs Shaft Drive
Let me explain - 1. The gearcase (leg) is aluminum and is always submerged - you must be vigilant in keeping the zinc in good condition to protect the aluminum. The zincs can be replaced by a diver but ut is easier to do out of the water. 2. The shaft seals and gear oil should be replaced/changed at every haul-out.
For Serious Liveaboards
As a circumnavigation-class catamaran, the Antares is outfitted with a superior shaft drive system and not with sail drives. Shaft drives are not only more robust; it also means that the propellers are placed in a protected area at the end of the keel where there is minimal water disturbance. ... The Antares catamaran is outfitted with a ...
Deep Blue hybrid drives for sailing yachts & catamarans from Torqeedo
State-of-the-art hybrid drive systems and complete on-board energy management in one system. For yachts and catamarans from 40 to 80 feet. ... • Torqeedo Deep Blue Hybrid drives with shaft power from 25 to 100 kW (equivalent to 40 - 160 HP) • Sailing yachts, ferries, water taxis, etc., with hull lengths from 40 to 110 feet (12 - 33 m ...
paul stanyon catamaran
In between the trailerable 6.0m V625 and the three large, shaft-drive cruising cats is the subject of this review, the V930 Mk2. This outboard-powered, high-speed catamaran launch
Bravo gear set questions
shift it into gear, rotate either prop shaft or input shaft til the clutch locks up and compare revolutions between the prop shaft and input shaft. a 1.36, the input shaft rotates a littler over one and a third of a rotation to 1 prop shaft rotation. 1.5 : is one and a half input shaft rotations to one prop shaft rotation.
Shaft drive
The AXC system can also be installed as a twin system in catamarans and motor boats. The AXC offers many of the same benefits as Oceanvolt's SD sail drive and AX shaft drive systems - only now with a longer cruising range, higher top speed and even lower levels of vibration and onboard noise levels due to the direct drive.