winwin sailboat

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Win Win: a 108ft carbon superyacht designed as a dual-purpose cruiser-racer

• February 3, 2015

An little known Mallorcan designer has created this wild card 108ft cruiser-racer called Win Win. Toby Hodges hears her story

Baltic 108 Win Win. Photo: Jésus Renedo

Javier Jaudenes is a name you probably will not have heard of before. But, judging from these explosive pictures of his first superyacht design, Win Win we will be seeing more from this Mallorcan designer.

The 108ft Baltic Win Win is an uncompromising, dual-purpose cruiser-racer, a lightweight carbon machine representing the latest in an increasing trend of 100-115ft performance superyachts designed for race-hungry owners who also want to cruise with a minimum of professional crew.

The owner of Win Win is an experienced long-distance sailor who owned the 95ft Jongert, Scorpione dei Mare . The story goes that on the morning of the opening race of the Superyacht Cup Palma four years ago, Scorpione ’s mainsail trimmer dropped out. The bowman contacted Palma resident Javier Jaudenes, who jumped in a RIB and met the yacht on the startline. They went on to win the regatta.

Jaudenes had studied naval architecture in Southampton and worked for Barracuda Yacht Design. After helping to race and optimise Scorpione , Jaudenes showed the owner some of his drawings. The result is this feisty, contemporary, lightweight cruiser-racer. “He was a wild card decision,” says WinWin ’s captain, Clive Walker, “but having sailed with Javier, we had the confidence in him.”

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Jaudenes himself is happy with the yacht: “She feels great: light, powerful and balanced – a boat that wants to go fast all the time.” In trials she made 18.7 knots under gennaker, and 12 knots easily upwind.

Jaudenes was influenced by the latest trends in the racing scene for wide and powerful hull shapes. “In my experience superyachts tend to get overpowered very soon,” he says. So he drew a shape that was both very powerful when reaching and that wouldn’t need to be reefed early when cruising with limited crew.

Specifications

LOA 33.04m/108ft 5in

LWL 30.68m/100ft 8in

Beam 7.58m/24ft 10in

Draught 3.50-5.50m/11ft 6in-18ft 1in

Displacement 77,400kg/170,636lb

The Loro Piana in the British Virgin Islands and the St Barths Bucket will be WinWin ’s first competitive outings. And competition in this sector is hot. But she’s also intended to cruise in luxury and, for this, insulation was a key focus – carbon yachts are notoriously loud places below.

“The noise levels were the lowest we had specified in a contract before,” says Baltic’s marketing director Kenneth Nyfelt. Natural cork-cored sandwich panels were used for both non-structural and interior panels to achieve better acoustic damping.

“It was striking just how quiet the boat was below with, at times, 25 knots true on deck and boat speeds hitting the high teens,” maintains Baltic’s CEO Henry Hawkins. “Our efforts to keep this boat light and yet quiet have clearly worked.” The weight-saving target was strict and so this 108-footer weighs just 47 tonnes without her keel.

WinWin has a similar retractable propulsion system to the one developed for the 147ft Visione . Nyfelt feels it is worth the small extra weight as the prop is fixed and optimised for both efficiency and noise under engine.

The benefits of a clean hull profile can be felt on the wheel when sailing. “She doesn’t have any drag,” says Jaudenes, “she feels like a dinghy, with a very clean flow on the rudder and a clean stern wake.”

Hawkins adds: “The performance potential is clear and yet notably the creature comforts have not been set aside in order to achieve this.” UK firm Design Unlimited has styled the light (in both senses) and minimalist interior, the forward section of which is devoted to one vast master suite.

Jaudenes is also commended for the comfort of the crew area he designed at the widest point aft. “He created a place we are all happy to be,” says Walker.

With the cruising goals achieved and the regatta performance looking promising, expect to hear more of WinWin , and particularly the name of Javier Jaudenes.

This is an extract from a feature in the January 2015 issue of Yachting World

This spectacular 108-footer is designed by Javier Jaudenes. The modern, powerful lines typified by the wide transom combine with lightweight construction, ensure fast, easy sailing while cruising or racing. A great deal of emphasis was placed on reducing noise and advanced sound insulation techniques ensure that the Baltic 108 has impressively low decibel readings under power and sail. Among many special features is a retractable propulsion system, a lifting keel, submarine anchor system and a sliding glass bulkhead between the deck saloon and cockpit which defines the style of this highly successful yacht. Baltic 108 WinWin is built using pre-preg carbon with a foam core. Her modern, functional interior features bleached oak panels.

SPECIFICATIONS

Tech specs and facts about winwin.

DECK LAYOUT

INTERIOR LAYOUT

Retractable propulsion system.

INTERIOR GALLERY

ON THE OCEAN

RACE CALENDAR

HOW TO GET ON BOARD

Currently there are only two ways to get on this superyacht. either you are the owner of the boat or you are a guest at the "palacio can marques" - mallorca's new 5-star grand luxe hotel in the heart of the old town of palma..

© Copyright 2018 - Mosaic Development S.L.

By SuperyachtNews 02 Aug 2016

On board 'WinWin' with owner and designer

For the exterior design of his 33m racer cruiser, owner kim schindelhauer chose wild-card naval architect javier jaudenes for what was to be his first new-build superyacht project.  ….

For the exterior design of his 33m racer cruiser, owner Kim Schindelhauer chose wild-card naval architect Javier Jaudenes for what was to be his first new-build superyacht project.

The sailing-yacht sector is arguably dominated by a small handful of recognised designers. So when Kim Schindelhauer chose little-known Majorcan naval architect Javier Jaudenes to design his next boat, it was a bold statement. “All of my friends said that I couldn’t do it and that I had to go with an established designer,” recalls Schindelhauer. “Choosing a designer is a major decision and it can go so wrong, but I had a good feeling in my gut about Javier.” WinWin has since sailed more than 20,000 nautical miles, won numerous awards and proved its prowess on the regatta circuit, showing his gamble has paid off.

Schindelhauer is an experienced long-distance sailor who previously owned the 29m Scorpione dei Mari , on which Jaudenes had raced frequently. When first putting together a team for the WinWin project, Schindelhauer looked at several other designers, but he saw Jaudenes as someone he knew from racing and who had the background, attitude and experience with refits to make the project a success. “To build this boat, I knew I needed team players, not superstars, and I was absolutely convinced that Javier would fit into that team completely,” he says.

“The top players in the sailing-yacht design world are very good, and that is why they are established, but as an owner you have to carefully evaluate the framework you are working in. The relationship you have with your team for a three-year period has to be very close and special – if there are any conflicts then it is going to be a big problem for the project. Therefore you have to make a decision based on who you feel comfortable with.”

With the firm brief that he wanted a focus on sailing performance, with a high comfort level and minimal maintenance, Schindelhauer enlisted a team to create the initial design concept. With Design Unlimited taking the helm on interior design, and Garth Brewer of A2B Maritime established as project manager, Jaudenes set about creating the exterior design. Schindelhauer wanted him to concentrate on the specifications first and foremost, keeping an open mind with regards to the lines and how the boat would look.

“Being my first new-build project, it was so important for me that I didn’t feel pressure from the owner to give answers straightaway on the aesthetics and how the boat would look,” explains Jaudenes. “Kim understood that the concept would take time to develop, which enabled us to put all the ingredients together and let it evolve, and I am certain that we made the best decisions as a result. It is important that an owner doesn’t press the naval architect to make key decisions early on.”

Of further benefit to Jaudenes was that he had known and sailed with Schindelhauer for a number of years. “This meant that I knew Kim’s preferences and understood how he was living on board,” he reflects. “It made me put certain elements on the priority list even though they may not have been the optimum solution for my wishes. At the end of the design process there were 35 different hull options and 13 different exterior designs, but Kim has only seen a few of those.”

For Schindelhauer, the expectations for WinWin were high but he feels they have been fulfilled in every aspect: he has a boat that, from a sailing point of view, is exceptional and it is still standing out years after her launch. For Jaudenes, he has been handed a golden ticket into the sailing-yacht design world that others can only dream of. “I have to be thankful for an owner who trusted me and gave me this opportunity. It has been an amazing learning experience,” Jaudenes reflects. Truly a win-win situation.

Please note this a preview of the article, please find the full version in Issue 23 of The Superyacht Owner .

Images by Jesus Renedo

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New 108ft Baltic sailing yacht WinWin equipped with Retractable Propulsion System by Ship Motion Group

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• Yacht Charter & Superyacht News >

Written by Zuzana Bednarova

The brand new sailing yacht WinWin is a majestic 108-foot carbon hi-tech racer/cruiser, built by the Finnish yard Baltic Yachts , with project management in the hands of Garth Brewer of A2B Maritime Consultants. Successfully delivered to her Owner last month, superyacht WinWin is equipped with two exceptional systems, which Ship Motion Group was involved with: the descending glass bulkhead as well as the Retractable Propulsion System (RPS).

Baltic 108 superyacht WinWin at launch

Ship Motion Group was involved with the design of the descending bulkhead which is realized by RM Nautical. This bulkhead drops down discreetly, ensuring an uninterrupted transition between interior and exterior.

The RPS was designed, produced and installed by Ship Motion Group. The Ship Motion Group RPS reduces propeller drag in the quest for the highest possible performance when sailing. The fixed propeller has been optimised, resulting in lower fuel consumption and a quieter engine, whilst also proving more effective during manoeuvring.

Below is a video showing the Retractable Propulsion System (RPS) for superyachts in action, released by Ship Motion Design:

Please contact CharterWorld - the luxury yacht charter specialist - for more on superyacht news item "New 108ft Baltic sailing yacht WinWin equipped with Retractable Propulsion System by Ship Motion Group ".

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WINWIN // BALTIC YACHTS

Win-win situation - speed, style, cruising comfort, and modern technology - baltic 108, christened sailing yacht winwin..

WINWIN is a high-tech cruiser/racer constructed in prepreg carbon composite designed by Javier Jaudenes . The yacht was developed for cruising with a lot of comforts and a small crew but also for racing on regattas.

WINWIN has a draft of 5.50 meters but thanks to a lifting keel she can also visit shallow waters. Another underwater feature is a retractable propulsion system to reduce water resistance. A refinement of the system first used on the Baltic 147, Visione, the fixed propeller has been optimized, resulting in lower fuel consumption and a quieter engine, while also proving more effective during reversing maneuvers.

The yacht has been developed to meet the requirements of the DNV Hull structure verification 1A1 classification.

The sleek superstructure encapsulates a long deck saloon, seamlessly connected to a single-level cockpit via the push button retractable glass bulkhead. This bulkhead drops down discreetly, ensuring an uninterrupted transition between interior and exterior. The spacious cockpit features a sunbathing platform on either side and provides an excellent area for fast, efficient maneuvers while racing, and a large enough space for enjoying al fresco dining. The aft crew entrance ensures quietness and owner’s privacy.

Interior of WINWIN

The modern and functional interior comes from the boards of Design Unlimited . and offers six cabins. The forward section is mostly taken up by an exceptionally generous master suite comprising of a large, full-width cabin with en-suite shower room, and a study and owners’ lounge stretching down the port side complete with desk, three-sided settee and ample storage. Facing that across the centerline is a Pullman cabin for the owners to use when passage making, demonstrating that this yacht is intended for serious sailing.

The deck saloon is a well-proportioned seating and entertaining area with plenty of light, not least as a result of the retracting glass bulkhead that leads out to the cockpit center aft section of the boat includes two twin guest cabins each with en-suite, plus a fully-equipped galley, crew mess with navigation station, and two Pullman cabins providing high-quality accommodation for up to four crew. In keeping with the brief for a light, minimalist finish, the interior uses washed and limed oak veneers for the floors and interior joinery. The white high-gloss painted lacquered overheads aid in reflecting light throughout. Concealed light panels help maintain the atmosphere of clean simplicity.

The magazines Superyacht News and The Superyacht Owner sat down with the owner Kim Schindelhauer and the designer for an interview .

“To build this boat, I knew I needed team players, not superstars[…]”

The retractable lightweight propulsion system

This lightweight retractable propulsion system (RPS) was developed by the Dutch engineering company  Ship Motion Group

“Retracting your propulsion system will result in a total drag reduction from 4,6 to 10,2%”

Main Specifications of WINWIN

Length Overall

Draft (keel up)

Draft (keel down)

When the name says it all at The Superyacht Cup Palma

At the Superyacht Cup 2019 in Palma de Mallorca, WINWIN was the overall winner and the winner in Class A. The following pictures are taken by Sailing Energy.

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WINWIN Boat for Sale

36' contender | 2003 | $154,900.

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• center consoles

Last updated Jul 26, 2024

Winwin Boat | 36' Contender 2003

2003 Contender 36 Open Center Console

• Under Warranty until 11/2024
• Garmin 5212 GPSmap featuring Radar and Sonar, Fusion Bluetooth Stereo with Memphis amps and tower speakers, VHF Radio with Antenna
• Two livewells, plenty of storage and fish boxes, onboard battery charger, outriggers, spreader lights, raw water wash-down, Bennet trim tabs
• Aluminum Loadmaster triple axle trailer with upgraded wheel package
• 3 fuel tanks Port 125 gal, Starboard 125 gal, Center 150 gal (Total 400 gal)
• Cruise Speed 45-48 at 1-1.5 mpg
• Top Speed 62
• Dry Weight 7800 lbs
• Fresh Water Capacity 50 gal

Denison Yachting is pleased to assist you in the purchase of this vessel. This boat is centrally listed by At Ease Yacht Sales.

Denison Yacht Sales offers the details of this yacht in good faith but can’t guarantee the accuracy of this information nor warrant the condition of this boat for sale. This yacht for sale is offered subject to prior sale, price change, or withdrawal from that yacht market without notice. She is offered as a convenience by this yacht broker to its clients and is not intended to convey direct representation of a specific yacht for sale.

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Winwin HIGHLIGHTS

• Yacht Details: 36' Contender 2003
• Location: Covington, LA
• Engines: Yamaha
• Last Updated: Jul 26, 2024
• Asking Price: $154,900

Winwin additional information

• Beam: 9' 2''
• Hull Material: Fiberglass

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The Superyacht Cup Palma: WinWin clinches overall victory

The 33 metre Baltic-built superyacht WinWin has lived up to her name by clinching the overall victory of the Superyacht Cup Palma 2019 .

The 23rd edition of Europe’s longest superyacht regatta comprised three days of competitive racing and saw WinWin take the top spot for the second time, following her Cup victory in 2016.

The yacht won each race in her class but was pushed to the limit on the final day, winning Class A with a margin of just 33 seconds on corrected time ahead of Nilaya and Open Season .

Skipper Ryan Taylor said: “It’s great and we are very happy – we worked for it and it wasn’t easy, but it was nice clean racing and we just kept it simple. The owner is very happy!”

Class B experienced the closest racing of the competition, with a different yacht winning each race. But it was Topaz which pipped defending Superyacht Cup champion Velsheda to the post, taking the overall Class B victory. The 33 metre Vitters superyacht Missy followed in third.

The Class C crown meanwhile went to the 27.6 metre Bequia , with the 39.7 metre Huckleberry and 27.5 metre Kealoha tied in second place.

Skipper Seumas Meharg said: “It’s always fun to win and we have great owners and a fantastic team on board as we celebrate Bequia having 10 years on the water.”

The racing was accompanied with a bustling social programme, which included an Owners Dinner, Dock Party and Marinepool Paddle Board Challenge, which was won by a team from Bequia .

The North Sails Boat of the Day award, a new annual feature, was awarded to first time racer  Huckleberry .

Event director Kate Branagh said it had been “a great year” for the Cup. “It has been a real pleasure for the whole team and I to see so many happy faces out on the water and then back here in the SYC Race Village.”

The 24th edition of The Superyacht Cup Palma will be held from June 17-20, 2020

All photos: Sailing Energy / Superyacht Cup Palma 2019

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Six-Brand Winch Test: Anderson On Top

Anyone who has been on the bitter end of the sheet when a big genoa starts to fill—whipping and shaking with terrifying violence—knows how important it is to have a winch to convert that flailing energy to forward propulsion.

Winches are to sailboats what the inclined plane was to the Egyptians.

They make the difficult easy, place the impossible within reach.

The equivalent of a dozen or more men needed to heave on a square rigger’s halyard or brace is represented on a modern sailboat by a small, precision-made, cylindrical machine packed with levers and gears.

The refinement of gearing and the development of smooth-operating self-tailers has promoted modern winches from two-man to one-man workhorses with amazing power.

Their only negative is their proclivity to induce fidgety idlers to rotate them mindlessly, just to hear the pawls ratchet. These idlers usually can be broken of this annoying habit by shouting, “Winchclicker! Winchclicker!! Winchclicker!!!” If that fails, they generally are put ashore (if in harbor) or put to death (if on a long sea voyage).

Let’s take a close look at two common sizes of winches. They’re all expensive, because they are well-made precision equipment. They’re also among the most frequently retrofitted items; it’s worth repeating here that an oft-heard saying aboard a lot of sailboats is that the winches they came with are not big enough.

In the two categories selected, these winches are from six manufacturers—Andersen (Denmark), Antal (Italy), Barton (England), Harken (United States), Lewmar (England) and Setamar (Germany).

Small Winches The first category is very small winches. Those represented in this evaluation are among the smallest made by five of the manufacturers. One maker, Antal, makes excellent small winches in several sizes, but could not supply one for testing.

Small, single-speed winches, either with a handle or simply snubbing winches, are invaluable on small boats, for halyards, jib sheets, spinnaker sheets, reefing gear, vangs, etc., and handy, too, for many tasks aboard larger boats. Small winches do not come with the self-tailing mechanism; most manufacturers (Andersen is the exception) start the self-tailers with #16s, which also happens to be the minimum size for two-speed gearing.

Small winches are said to have a gear ratio of 1:1. That means they are direct drive. The only power advantage is that provided by a winch handle. It’s simple leverage, with two sets of pawls (one pair to restrain the drum; the other pair to permit the handle to ratchet freely). One turn of the crank is one turn on the drum. On a small boat, the single-digit power ratio provided by the handle often is ample for sheets. Non-geared winches take in line rapidly. Such winches often are used for halyards on somewhat larger boats. (The power ratio is the length of the handle divided by the radius of the drum.)

Snubbing winches, which do not accept a handle, turn in one direction only. They need only a single set of ratchet pawls. If enough wraps are applied, snubbing winches give the user time to get a new grip or to simply hold the line lightly while friction between the drum and the line takes the load.

They provide little mechanical advantage, but snubbing winches facilitate a good utilization of intermittent muscle power, They also have good line retrieval speed, which always is a consideration when dealing with winches.

Simple and trouble-free, they are of great value when the line load is no more than one’s weight or pulling strength. A halyard can be sweated up very taut by the “heave and hold” method of pulling hard on the line perpendicular to the mast with one hand while grabbing slack on the winch with the other hand.

With either small, direct-drive winches with handles or simple snubbers, the line retrieval rate is an undiluted derivative of the drum diameter, i.e. one revolution of the winch hauls in a length of line equal to the drum’s diameter multiplied by that popular symbolic 16th letter in the Greek alphabet. As a practical matter, line in equals line out.

Because they are simple devices, these small winches were not tested.

The Roaring 40s The second category is the very popular “Number Forties.” Winches are given numbers that correspond to their lowest and most powerful gear ratio. The power ratio of a geared winch is the length of the handle divided by the radius of the drum, multiplied by the gear ratio.

The big winches in this test are Andersens, Antals, Bartons, Harkens, Lewmars and Setamars. We tried to include the Australian-made Murray bottom-action winches, but could not find a U.S. distributor.

The versatile #40s—or their close equivalents—serve as genoa sheet winches on 30- to 35-foot boats, for spinnaker sheets and mainsheets on boats up to 48′, and for halyards, topping lifts, vangs, etc., on much larger sailboats.

The #40s in this collection are all two-speed. Three-speed winches usually are found on racing boats; they come in bigger sizes and get complicated and expensive.

All but one of these winches are self-tailing. In the beginning, several decades ago, self-tailing winches were troublesome…as is usual with most new things. Now perfected, the self-tailing mechanisms represent the only way to go on either racing or cruising boats.

Because winches are such beautifully made gear and rarely get worn out, marine consignment shops across the country are clogged with standard winches—mostly Barients—that once were highly coveted (as well as highly priced). We know of at least one instance in which dozens of perfectly usable standard winches were sold as scrap metal.

There even are a few early-model self-tailers (from various manufacturers) showing up now in the consignment shops; they’re okay for moderate duty but, generally speaking, are not good buys because the self-tailing mechanisms often are not as refined as those on current models. In plain English, that means they slip under heavier loads. Many also have abrasive drum surfaces that devour line.

The Test The Practical Sailor test, designed to establish efficiency ratings for winches, involves mounting each winch on the workbench.

To measure the force exerted, a 15″ torque wrench was used instead of a standard 10″ handle. (The extra length of the torque wrench required adjustments in the calculations.)

Sta-Set X, a modern, rather slippery line, was used, with some of the early tests repeated using Regatta braid, a fuzzy-finish line. The theory that because of varying friction a slippery line might produce different numbers than a fuzzy line proved specious.

At the other end of the bench, a tripled length of 1/2″ shock cord held by two eye straps provided the resistance. Shackled to the shock cord was a carefully calibrated Dillon dynamometer with a handy red max needle. The Sta-Set was attached to the other shackle on the dynamometer and thence to the winch. Four wraps were used. A minimum of three generally is recommended for all but extreme loads. The exception was the Setamar, which requires just one partial wrap of at least 220°.

Pulls of 10 and 20 pounds were for the trimmer easy work. Additional pulls of 30 pounds produced some sweat. A pull of 40 pounds probably would be regarded by an average person as a maximum effort; 50 pounds would be something only a bench-pressing girlfriend would do without making some kind of noise.

The numerous pulls produced figures whose averages indicate how close each winch came to meeting its power ratio.

An additional step in the testing was to determine how easy it is to free the line from the self-tailer and ease the line, as one would do in easing a sheet or halyard when coming off a beat onto a reach or run. In the case of the Setamar, this becomes complicated and is controlled by the handle.

The Results First of all, the fact that the smooth-skinned Sta-Set performed the same as fuzzy Regatta braid indicates that the gripping action of the self-tailing mechanisms on all of these winches probably is no longer at issue. There were difficulties when self-tailers were first introduced; that was before it was recognized that the diameter of the drum and the base diameter of the self-tailer were very critical dimensions.

Click here to view the Winches Value Guide .

There appeared to be no slippage. However, the sharpness of the teeth on the self-tailers’ disks may well affect wear on the line.

Dealing first with the small winches, there are lots of places on small boats where the ultra-simple Barton snubbing winch (about $50) would be useful. The almost equally simple Lewmar #6 ($92 in anodized aluminum) has an efficient mechanism; it also comes (for more money) in chromed or polished bronze. The #6 Harken ($108 for aluminum) turns on sleeved bearings and is the smoothest operating.

For small-boat sheets or bigger-boat halyards and vangs, the small single-speed Setamar ($364) makes eminently good sense. The ability to ease a sheet or halyard by turning the handle in the opposite direction, before freeing the line entirely, constitutes, in our opinion, a valuable safety factor. As was pointed out in an earlier, more detailed review (in the February 15, 1997 issue), the drum-less Setamar winches are very ingenious and may represent the design approach of the future. However, they currently are too expensive.

The Andersen #6 ($102), all-stainless, beautifully made, with Andersen’s ribbed drum and needle bearings, commands categorization as top-of-the-heap and Best Buy.

Summarizing now about the large winches, it’s tough to choose between Andersen and Lewmar. But first, let’s review the others.

The little Barton G23 is not comparable with the big 40s. It was included not only because it’s Barton’s biggest winch, but also because it may point to the future. An “Ugly Ducking”, if there ever was one (see photo), the Barton is made largely of reinforced plastic (including plastic needle bearing), but with a stainless steel axle, pawls and planetary drive gears made of sintered stainless, and a stainless sleeve on the plastic drum. The winch is a powerhouse and, along with being very light and corrosion free, requires almost no service. An occasional flushing with an optional light hit of WD40 is all it needs. It’s a $400 workhorse.

Although handsome winches and very finely made, both the Harken and Antal suffer from what appear to be unnecessarily complicated innards that produce some fall-off in efficiency. They suffer especially in their geared high speed modes and make the initial retrieval of line quite slow compared with the Setamar, Andersen and even the Lewmar.

In addition, the Practical Sailor tests revealed that the Harken drum surface caused abrasion on the Sta-Set line that was easily detected visually after only three or four “pulls.” The Harken and Antal have the most abrasive drums.

The Setamar? It’s so different, it’s difficult to compare with the more conventional #40s. It has a number of strong points. The principal ones are that it retrieves line fast (as fast as the Andersen) and easing of a loaded line can be controlled very safely with the handle (after shifting the top ring). Other benefits are that no wraps are needed; it is small and very lightweight, and line wear is the lowest of all.

The Setamar negatives: It is not a thing of beauty; is complicated to strip and clean (which it requires often); takes some “getting used to,” and it is far too costly.

Both the best and the Best Buy is the Andersen, but there’s almost no gap between it and the Lewmar.

The Lewmar, a first-rate value, is part of a line that was completely redesigned a few years ago to simplify the gearing, reduce the number of parts and make the winch both stronger and easier to service.

The Lewmar ranks first in efficiency, a hair ahead of the Andersen, and is easy to disassemble. If it had a drum as good as the Andersen, it would be a toss-up.

The Andersen has a direct drive high gear that retrieves line fast, a good low gear mechanism that may come second to the bearing-packed Harken, but its real forte is the polished stainless steel drum. The drum, a masterpiece of metal-working, is ribbed, which produces very little abrasion because it moves the coiled line up the drum much better than an abrasive drum. The drum should last virtually forever.

A peculiarity of the Andersen is that when the line is heavily loaded, easing the line can be a bit jerky as the line skips from rib to rib. Although initially disconcerting, it is not even a minor problem.

There’s nothing second-rate about any of these winches. They all work very, very well and last a long time if properly cared for. The choice may involve gear ratios, serviceability or even cosmetics (we still believe a good part of a sailboat’s appeal is aesthetic).

If it’s something different you want, try Setamar. If you don’t need a large winch, don’t overlook the “new-tech” Bartons. But for efficiency, serviceability, construction and appearance, our top choice is the Andersen.

Contacts- Andersen, Scandvik, Inc., 423 4th Pl. SW, Vero Beach, FL 32961-0068; 561/567-2877. Antal, Euro Marine Trading, Inc., 62 Halsey, Newport, RI 02840; 800/222-7712. Barton, Imtra Corp., 30 Samuel Barnet Blvd., New Bedford, MA 02745; 5008/005-7000, www.imtra.com. Harken, 1252 E. Wisconsin, Pewaukee, WI 53072; 262/691-3320; www.harken.com. Lewmar, New Whitfield St., Guilford, CT 06437; 203/458-6200; www.lewmar.com. Setamar, Setamar USA, Box 840, 17 Burnside St., Bristol, RI 02809; 401/253-2244.

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