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Jeff Schionning – Still unique
This is a story that is played out between two countries, South Africa and Australia. Jeff was born in the first one 74 years ago. His father was already designing and building boats, so the son couldn’t imagine doing anything else.
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Published 29/01/2021
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He settled Australia, after having crossed the Indian Ocean with its reputation for being such a difficult place to sail. His experience of difficult seas would become important when he started to develop his own designs and to satisfy the desires of customers who wanted more personalized boats. It was there that he met Lorraine - she would play a decisive role in the family team that was taking shape. Now based in Newcastle, a few tacks north of Sydney, Jeff signed off on his first successful 24-foot trimaran.
But Jeff’s name will be known to all those fans of multihulls who have the desire to go faster than their regatta buddies on boats produced from the original catamaran designs and construction method. Because performance is indeed the keyword when it comes to Jeff Schionning. The G-Force or Arrow, the agency’s star designs, are above all designed to sail very fast. Their slender, thrusting bows, and hulls with tightly controlled widths perfectly illustrate these specifications. Their streamlined coachroofs are unmistakable - the Schionning stamp. However, if lifting a hull is not a taboo here, don’t think that it is to the detriment of safety. On the contrary, going fast, even in light airs, allows you to avoid the weather if you buy in to the company’s philosophy. It is so much easier to take a reef and sail calmly as soon as the catamaran exceeds 10 knots rather than hoisting the sail higher than the mast of a multihull that is too heavy!
It’s all about making it simple, light and strong - in particular by having all the fittings and furnishings integrated into the structure - making the construction that much easier. That’s the other historical characteristic that Jeff wanted: that everyone could build their own multihull, wherever they are, at their own pace, without a mold, and at a reasonable price. Relying on a network of technical partners, Schionning Design thus offers manufacturing kits and advice to help you build a truly unique catamaran. Whether the future owner takes on the construction himself or entrusts it to a professional shipyard because they absolutely want to sail within a year, they will always be the soul of the boat. On average, according to Jeff, his typical client is on their third boat. The amateur builder is therefore able to customize their boat based on their sailing experience.
For 30 years, the basics haven’t changed one iota. Only Lorraine left far too early, to go and tack up in the ...
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Schionning Designs G-Force 1800 - Kato
| LOA | 18.30 m |
| BOA | 8.6 m |
| Displacement | 12,000 kg |
| Cruising Speed | 12-16 knots |
| Fuel | 600 L |
| Engines | 2 x 75hp Saildrive Diesels |
| Top Speed | 25+ knots |
| Schionning Designs | www.schionningdesigns.com.au |
| Noosa Marine | www.noosamarine.com.au |
Design Concept
“ The G-Force 1800 is the ultimate in high performance cruising catamarans and is the flagship of the G-Force range. One of the main benefits of these easily driven hulls, with excellent power to weight ratio and a good WL beam to length ratio, is that you don’t need much wind to get up and go. ” Jeff Schionning
Launched in May 2014, KATO, a custom Schionning G-Force 1800 is set to turn heads with stunning goods looks and outstanding sailing performance
Designed by Jeff Schionning, Schionning Designs, KATO was commissioned by a Queensland businessman, with previous catamaran experience, who wanted a performance oriented cruising catamaran with a generous pay-load, that was easy-to-handle for short-handed sailing. The design brief also called for plenty of room for storing kite surfing equipment in the cockpit and a clear area for kite launching and retrieval from the back of the boat.
Construction
Jeff specified DuraKore Strip Planking for the hulls and a DuFLEX Composite Component Pack , Techniglue epoxy adhesives and KINETIX laminating systems, for KATO’s construction, with S-Fibreglass and carbon reinforcements, where appropriate, to control weight and achieve the desired strength . The DuFLEX Panels were CNC routed into kit form and cored with a rigid end-grain balsa to optimise the engineering and performance in specific areas. The DuraKore / DuFLEX construction significantly reduced the build time while addressing the need to keep the boat as light as possible without sacrificing comfort or performance.
Built by Julian Griffiths and his experienced team at Noosa Marine, Queensland, KATO was constructed in 14 months. On her maiden voyage, in light 8 knot winds, she hit 9.8 knots of boat speed. A following outing logged 22.3 knots surfing in 2m swells with three reefs in the main and the jib, in winds ranging from 25 – 30 knots. The owner has reported that he could not be happier with the boat, and after an initial cruise to Lizard Island in the Whitsundays they are planning a world sailing adventure.
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Schionning Design Interview with Robert Quinn
- Post author By Richard
- Post date February 9, 2021
- No Comments on Schionning Design Interview with Robert Quinn
We talk to Robert Quinn of Schionning Design about how their company is navigating Covid-19, their most popular models, and the future of catamaran design. We discuss the Arrow series, G Force, and Waterline / Wilderness designs. Robert tells us why their Arrow series is their most popular and why the Arrow 1200 is the most popular model. He talks about their most common build locations in Australia, Thailand, and South Africa, and their growth plans for the USA market. A big thank you to Robert and Schionning Design for participating in our series of interviews with catamaran designers, builders, and owners.
Don’t exactly know why, but I think people are seeing them as escape pods. Robert on why Covid-19 has improved catamaran sales.
To find out more information or to purchase design plans or a build kit, please visit the Schionning Design website .
Tell us about yourself and how you got involved with Schionning Designs?
Schionning Designs is a family business started by Jeff Schionning, and I’m actually one of the few non-family members. I’m a mechanical engineer and designer by heart. I have an international design award to my name which is lucky enough.
I was born in South Africa but also lived in Australia, and that’s where I met Jeff and Lorriane. I’d worked with Robertson and Caine for Leopard catamarans for a couple years, and then we decided to leave for Sydney.
Then in 2012 I got to know Jeff and Lorraine. And while we didn’t kick things off as a joint venture while I was still there, when I moved back to Cape Town, South Africa, they were very keen to start that office and get things going on this side.
Both of them were born in South Africa, so they have that tie and that’s what led to opening this office.
Tell us a little bit of about your production and how many Schionnings are built each year?
So our business is quite different from I suppose the regular. We pride ourselves in allowing people to build boats themselves, so our largest portfolio was owner-builders. Professional building is becoming more and more of a thing these days, and maybe that goes in ebbs and flows.
We typically are dealing with clients who build themselves, so it’s not like we’re running a factory that consistently pushes out X amount of boats. It fluctuates. We have good years. We have bad years.
I would suppose for the last decade, we would have averaged about six a year. Not huge numbers but we are a boutique brand, and we’re ticking different boxes. In the 31 year history, we’ve probably done between 400 and 600.
It’s a difficult number to know. We did business differently a few decades ago, and we sold a lot of plans and to build ideas to people. But we have no idea or kept track of whether they’re actually executed or not.
Some clients get in touch with us afterwards and give us the launch photos or the welcome or some sort of feedback and some don’t. They prefer to stay silent.
That’s the window of of our portfolio.
How involved are you in the build process generally?
We have our professional builders, and they’re usually self-sufficient. When this is a new design, we get more involved with them, and obviously each builder usually has different strengths. So they contact us for different interpretations of the plans and the guidance. Sometimes it’s a roll-out period as well particularly if it’s a custom build because all the variables aren’t dialed out in the beginning, so we’re finessing as the client goes along making his / her choices. We’re always present. We’re always there to be contacted, but it’s not a day-to-day basis.
Then for the owner builders. Well we have had a few repeat clients but for the first timers they start with a big learning curve. They have a lot of questions, so there’s phone calls. I really enjoy that part of the business dealing with the clients and guiding them through that. We all can learn from each other, and sometimes comments are made where it gets very interesting.
I suppose in the last 10 years, I’ve got to know a lot of clients and been intimate with a lot of their builds. Once they go through the first 30 processes, they then become more self-sufficient on like a rinse and repeat kind of recipe. Then we may not hear from them again.
Is there a yard that you find your clients using more often than not and if so where’s that located?
Historically we’ve had our biggest market share in Australia where the company actually started. That was up to 80% of our business, and so Noosa Marine was a very popular build location. They’re on the eastern coast just north of Brisbane.
I suppose over the years we’ve also started working with more international yards. We have a strong yard in Thailand that is producing multiples of our boats. These are all professional builders obviously, so they’re doing the repeats. And then in South Africa as well we have a builder that’s been going for 10 or 11 years. There are other builders in Europe and in America. In South America as well one or two have been built in the past.
But the three would be our most popular (Australia, Thailand and South Africa).
So Covid has affected every business in some sort of way. Tell us about how it’s affected yours?
Logistically it’s been very difficult especially with shipping building materials. We’re a kit based company where we’re producing cutting those files up those materials for clients and then sending them to them and we were offering more and more as we go.
So waiting for raw materials to come in processing them and shipping them out and then dealing with the shipping companies has been a difficult one. Depending on whether they’re allowed to enter the country or not.
But then also when lockdown happened and kids weren’t able to go to school, it kind of halved our time if you will. Because while one parent would be watching the children, you could get some work done and then you switch. So we actually probably doubled our inquiries and business really. So very thankful for that but when you’ve halved your time and doubled your schedule. It becomes very difficult to manage
But like I said a good problem to have and the used boat market went crazy, so we were contacted a lot by used buyers interested in the used boat. But there’s also been the new boat market as well which has been good for us.
Don’t exactly know why, but I think people are seeing them as escape pods.
That has been a common theme that we’ve been hearing. Catamaran business on the rise during Covid.
What is the most popular series that you have right now is it the arrow series.
That’s correct. The Arrow is our newest to the portfolio, and the Arrow 1360 is the most popular by inquiry, but the Arrow 1200 is actually what is the most common to be built.
And it’s no surprise. It’s the more affordable, smaller model in the range, but the speed at which you can build the Arrow versus the others makes it very attractive.
What’s the difference in the the speed to build from the others?
So the Arrow is a purely flat panel construction versus the G-Force and the Solitaire. Then that’s just on the sailing side. There’s power designs as well.
When you have larger cut panels that just bend into shape, it’s a lot quicker than doing several strips into a curvature shape from a construction and from a fairing point of view. So it can save you up to three months just on the construction between the different designs.
Were you involved in the Waterline 1480 design and if so what can you tell us about that design?
I wasn’t involved there. That was before my time. It was very very popular, and we did have to retire that model and some of the older ones as well.
It’s a difficult decision to make, but those were all hand-drawn designs, and we’re now into a modern era of computer-aided design and CNC cutting and all those things. At one point in time, we just had to draw the line and discontinue those sadly.
The Waterline 1480 was a wonderful design because it’s a great live aboard size. It ticked many boxes, and it was quite different to what was out there in terms of being able to build it yourself versus performance and versus features.
How long ago did you have to make that transition and retire it?
It was about four years, maybe five years ago. There are still some people building them, so we continue to help them out and guide them through it.
It just became increasingly more difficult because it’s not all documented in a digital format so with us becoming more of an international business it’s harder to support people from overseas when on that platform.
What’s your biggest challenge in getting people to buy a build plan or kit?
I suppose it’s different for every single client. Location has an influence on that, finding a builder that is close to them. Sometimes clients are very happy to build overseas; sometimes not, and that could be the difference of whether they can afford it or not.
But then there’s also I suppose cash flow issues.
There’s importing issues as well like for example Brazil is always a challenging one because they have such high duty and paperwork for bringing those materials in.
Then some people it’s space. They really want to build it themselves unlike a lot of USA clients, and I suppose location to the shore because they may have acreage on a farm which is a wonderful place to build, but then they deal with the challenge of shipping this big structure down to the ocean.
So everyone’s got their difficulties and sometimes it’s more about their preparation and their plans, so it could be 18 months turn around before a client goes ahead and in that time other variables came in. Like having to renovate the house, so the boat budget moves on. But at least they are now understanding their constraints.
For most of our clients those that have that itch to build their own boat it never really leaves, so we’ll see them down the road.
Tell us a little bit more about your clients. Is there a typical age nationality? Are they mainly couples or families from your experience? What are you seeing?
Typically those that are aged between 40 and 70. Every now and then a young gun comes along. We do get a lot of families interested, but I think that when you’ve got young kids they sort of get in the way from you actually building your project and there’s different priorities.
I suppose our most common client is that person which has owned a few boats before. It’s rare that we get a first time sailor contacting us that they want to build their boat. So those that have gone through that experience of learning what they want onboard. How they sail. Do they like speed? Do they not like speed? When they’ve got that all dialed in, they’re normally contacting us with their request to build.
The Lagoons and Leopards are very popular – nicknamed the condomarans. They’re presenting such a wonderful lifestyle upfront. Our buyers are just looking for a bit more performance, a bit more ability. People eventually work out what they need and what they don’t need and come to some more performance design with less on board.
That makes sense. First-time sailors might buy a Leopard or Lagoon, and then over time evolve to one of your designs.
What do you think is the most important design consideration when building a catamaran.
That’s an interesting question and I suppose I could sum it up by saying “peace of mind” which might be strange, but I think that your comfort, your safety, your performance, and your confidence all tie into peace of mind.
So when we’re designing a boat or it’s being built we’re producing the materials for it, we want to take all those different dynamics into consideration. But at the end of the day if the client has peace of mind and that can be in many forms, it’s going to bring confidence. You’re gonna have peace of mind because you’ve got the safety.
You may not be into performance necessarily, and you don’t need to be sailing faster than what you’re comfortable with, but if you have very little wind and you need to keep moving then you do have the performance.
Or if you need to outrun a storm, and it’s better to outrun the storm then go through the storm, then you have that performance in hand.
And for catamarans it’s a recipe of reefing really at the right time rather than having too much sail area up which can cause some problems. So yeah I’m going to sum that up as “peace of mind” is the most important for us as designers, but also for our clients who are sailing and with a lot of them going through the experience of having their boat built for them.
Be there whatever involvement they have from the whole project or just visits to the professional yard they get that intimacy with their boat. So they understand what’s gone into it. They know how it was put together.
So when you’re out there on your own something fails or is causing concern you know where to look. You know how to problem solve it, and that again is peace of mind.
Where do you see the future of Schionning Design going? Give us some insight into the next 10 years?
We’d like stronger sales in the USA and we don’t exactly know how to solve that problem as yet. There’s a bit of a fear with Americans sending money abroad and maybe that’s a cultural thing. I did spend several years studying in the states, so I do have a feel for for the culture there.
So we would like to get some manufacturer on the state side, so that building feels a bit closer to home – a little bit more organic for them. We do have a couple builds happening. And we’re doing agent negotiations in several parts, so that Americans can talk to Americans. So we’re trying to focus on that and see how that plays out.
We’re also trying to get more into supplying OEM deals and manufacturing more finished products for clients. And that’s something we’ve introduced for the last few years where instead of this daunting project of starting from absolute scratch to finish our OEM deals can help take some of the variables out of play where they can obviously price check it and choose it or or not. At least they’ve got to price the whole project and at least that can come up all up front, and they can get close to working out what this is going to cost time-wise budget-wise. If we can manufacture components for them, it just makes the whole thing easier to bite off.
Great. We wish you the best luck. We would love to see more of your boat designs in America. As we wrap up today’s discussion, how can people learn more about your designs and and purchase a build kit if they would like?
The website is an immediately easy place to go to: www.SchionningDesign.com . We’ve just redone the website and we hope it’s appealing including updated pictures and great links to certain things.
We’ve got strong content on Facebook and Pinterest, and then there’s builder blogs as well.
I think if you just type in “Schionning Designs” into Google a lot will come up.
We appreciate you joining us. Thank you Robert. It was great hearing from you and getting a little more insight from your perspective.
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Prowler 10.4 Powercat
In a deliberate move to instantaneously expand its range, two years ago formula cruisers entered into an agreement to build the prowler catamaran. Embracing the realisation that the brand definitely had a future, the company recently developed and refined the prowler, to the point that it claims it now represents the very latest thinking in catamaran cruiser design and presentation.
Designed originally by renowned catamaran designer Jeff Schionning as a 9-metre power catamaran, it was further developed by NZ designer and builder Eric Knight, as a 10.4-metre model. Formula Cruisers has now taken the concept one step further again by adding a further 200mm to the aft extremities of the hull, and raising the sheer line by 250mm right through the length of each hull.
“By increasing the height and length,” Formula Cruisers’ marketing manager Troy Woods explained, “the lines of the boat are aesthetically much better balanced now. As well, we have relocated the (500-litre) fuel and (400-litre) water tankage, to amidships in each hull, which makes a big difference to the handling characteristics – again with better balance. Gone completely is the pitching sensation typically associated with a catamaran configuration; and, the other inherent benefit accruing from the higher topsides is a correspondingly higher bridge-deck or tunnel clearance, which is now 900mm. This has prevented pounding on the wing deck in all but the very roughest of seas,” he enthused. Having tested an earlier model some 12 months ago, I must confess that the alterations to which Woods alluded had certainly toned down the visual severity of the height of the cabin top versus the topsides; it was now a more balanced design, albeit still with the same interior features which necessitated this cabin height in the first instance. The other most obvious aspect of this Prowler was the fact it was outboard-powered; in this instance two of the new 996cc 70hp F70 AETX Yamaha 4-stroke high-thrust outboards (standard guise is twin 60hp FT60 DETX Yamaha 4-stroke).
While for some this may appear a little from left field, the bottom line is that this feature typified the designer’s deliberate effort to provide an affordable, efficient family cruiser. It made good sense – less weight at 125kg per side, arguably more economical and certainly easier to maintain. Even more impacting though, was the extra storage space which accrued – when there were no inboard engines in what then became huge storage lazarettos each side. Add the mechanical peripherals and still there was an outlandish amount of space left for storage of rods, wet gear, dive gear, food, spare parts and the like!
All-encompassing Cockpit
Easy steps from these uncluttered (in spite the outboards on the transom) boarding platforms led up and onto what was a generous sized cockpit which sensibly, was devoid of teak flooring; that would surely be an overkill on a smaller catamaran where weight and indeed cost, were a major consideration. And speaking of weight, rather astonishingly this full ‘production’ vacuum-bagged GRP and foam composite hull with its 32 separate mouldings, weighed in at a miserly 4000kg! The cockpit was dominated.
If you could call it that, by the Sunbrella lounges against the saloon bulkhead, and aft of these by a transom beam of significant proportions. Included in this beam were several forward-facing storage locker doors which provided access to amongst other items, the (stored) S/S BBQ, and the gas califont. On the top of this transom beam was a sink with hot and cold water, a remote shower, mounting points for the BBQ – and even an electric winch for the tender davits that were mounted on the aft outside of this beam – good thinking!
In a nice touch from an entertaining perspective this cockpit was virtually encapsulated by the cabin overhang above, and side coamings which extended aft to the boarding platforms. Steps moulded into each side of these coamings offered practical and safe (courtesy of a wide walkway, substantial bow rail assembly and well placed grab rails) access to what was a very generous-sized, uncluttered foredeck. Presentation and attention to detail was spot on here, with the anchor mounting point and the aft of the two hatches where the Lofrans Kobra windlass was located, offering a definite insight into the skills of the Formula team. So simple yet so effective, as were the solar panels for the onboard power, which were attached to the roof of the cabin. Every solar panel system I have ever seen looks like the proverbial window shutter off a Swiss Chalet but in this case the four Alphatron 5.1A (each) slimline solar panels attached direct to the roof top, offered the appearance of merely a simple roof-top lining. Interestingly, other than the two 12V / 17A Yamaha alternators, these solar panels either in the standard guise of two panels or in this instance with four panels, provided more than enough power to feed the 12V 150Ah Toyama AGM batteries.
All the Home Comforts
Stepping through the single saloon door, it took little time to appreciate the fact that the Prowler offered all the home comforts and use-ability of a much larger 12m monohull. How many 10-metre cruisers for instance, provide accommodation for six, how many have two ensuite bathrooms, how many have electric flush heads, how many have a four-burner stove and an oven, how many are as economical and perform as well as the Prowler, with just 140hp? Very, very, few!
Just as quickly, I also appreciated the reason for the larger and more upright cabin profile, for the ‘trade-off’ factor was the generous space allocation to each feature area, and of course the equally generous head-room. Décor quite frankly, was as good as you would expect to find on a far more ‘luxurious’ cruiser and again it was this ‘Formula Cruisers’ methodology and mentality instilled into this boat, which shone through.
The ‘classy’ little touches like the fabric-covered padded panels embedded into the front bulkhead, the impressive windscreen mullions, the plush padded ceiling panels, the solid cherry wood dining table, the Corian style bench-top in the galley, the polished cherry flooring – not only did it look good, but also more importantly it was entirely functional and practical regardless of whether it was mum and dad, or two families who were aboard.
The dining setting was to port and easily handled a complement of four to five adults, and opposite this the galley was again appropriate for this number of people. Appealing for the ladies would be the generous Corian-style bench space, plenty of cupboard storage provision, appropriate refrigeration and certainly the crowning glory, the four-burner stove and oven combo. Completing the saloon picture was the forward helm station, neatly recessed into the front bulkhead.
From an elevated ‘skippers’ chair I had a great view of each corner of the boat, plus I was close to the action when it came to the controls and instrumentation. Features at this futuristically-styled helm included the Yamaha binnacle controls, a multi-gauge for each engine, a Raymarine GPS/plotter/sounder and ST6002 autopilot, a Uniden VHF, a Fusion stereo system and surprisingly again for a vessel of this size, a big-ticket BEP Marine CZone onboard vessel management system.
Mandatory Cruising Features
With what I had seen thus far, four mandatory cruising orientated features on the Prowler were particularly obvious. The first was the general ‘seriousness’ of equipment, the gear was all of big-boat specification, and with no short-cuts taken. The second was the ‘energy’ supply, for ‘gas’ powered the hot water, the galley stove and oven, as well as all the refrigeration. The third was storage – storage galore, for every possible void was well utilised for this important component in any bonafide cruising boat. Finally, the fourth very real plus in a boat that could very easily get away with not having airconditioning, period, was ventilation. The large aft (opening) bulkhead windows, opening ‘ports’ above the front windows, and three overhead hatches in the saloon all created a brilliant ‘cross draft’ effect. Below decks, the choice of configuration aspect was just as succinct; simply, there was just the one two-bedroom two bathroom layout available. That made sense, and I was pleased to see that Formula Cruisers was astute enough to resist the temptation to pretend otherwise, for what it offered in this guise were two spacious bedrooms; both were light, bright and homely, with a third single berth up in the bow peak. There was storage available in the bed bases and the step modules up to these bow berths, but if you needed more and these bow-berths were not in use, then this huge cavern each side would be a great place to store suitcases, even fishing rods.
Innovation abounded within these two near identical cabins, for the fore and aft queen-size berths each side were cleverly designed so the foot end of the bed was in under the actual deck height. At one-third distance back from the foot of the berth the lower level of front windows came into play, angling up from deck level and providing very good head-room when sitting up in bed. Cleverly they had overcome the relatively low profile of the hulls, and the relatively high level of the central bridgedeck or tunnel.
Décor in these non-claustrophobic forward cabins was more of the same as in the saloon, with fabric side panels, a tasteful upholstery package, a side porthole and two overhead hatches plus one opening porthole, good lighting and of course generous storage potential. These were two very open, warm and yes contemporary cabins, but also their ‘open’ nature belied the fact we were aboard just a 10-metre vessel.
Power as stated was a pair of 70hp Yamaha outboards, but I do admit to initially having reservations as to whether or not this was enough power for a boat this size. I remember thinking that diesels might have been a better option, but my thoughts were soon dispelled once we were underway. The designer(s) and the builder(s) along the way had all got it right for this particular mode of power was more than adequate. I wouldn’t say they ‘rocketed’ the boat up to its maximum speed but considering the size, weight and drag of the boat, the Yamahas were doing a damned good job. At the full speed of 21.4 knots yes they were probably as noisy as inboard power but drop the throttles back to 4500rpm at the cruising speed of around 15 knots, and they were whisper quiet.
Emphasising the fact that Formula Cruisers is more than happy with this package just the way it is; diesels are not an option at this stage. “Formula Cruisers considers outboards provide the most balanced package with which to address this sector of the market,” Woods stated, “This boat was designed around outboard power, so it would be silly to change that philosophy and direction. You can of course run the standard twin 60hp configuration and for charter application it would be quite acceptable to go even smaller again, but for a cruising situation we think this mode ticks all the boxes.” Underway, I was suitably impressed with the handling capabilities. The boat was quiet through the water, which of course makes it feel like it is handling better anyway, but it was the Prowler’s ability through the slop that especially impressed. The further we went the wider the smile too, for out in genuine bluewater conditions the real attributes of this hull design quickly became apparent. All the factors such as weight, buoyancy, lift, stability and tracking appeared totally in ‘sync’, which again was symptomatic of the better weight distribution and ‘balance’ alluded to earlier. Not once did the tunnel ‘bang’ and even better still there was a distinct lack of the phenomenon known as pitching. This hull had all the attributes of a displacement style hull, ironing the bumps out whilst still maintaining momentum! Whatever this combo of designers has done with this hull, it sure as hell works!
Finally someone has come up with a 10-metre boating package that legitimately addresses the ideal of entry-level cruising – it can be done! Simplicity with solar power and outboards, sensible features that make a house a home, it was a bonafide turn-key bluewater cruising boat for four to six people. Consider the as-standard features; add the economy and convenience of outboards and you surely have a ‘well rounded’ boating package. Compare apples with apples, volume with volume, performance and economy with….. and the price tag of $362,000 as tested, sets the bar very high indeed!
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The best bluewater multihulls of all time: a complete guide
- Toby Hodges
- October 6, 2021
Toby Hodges and François Tregouet consider the best bluewater multihulls and look at the options for sailing the oceans in spacious comfort
What are the best bluewater multihulls for long term cruising? The one you own, or the one you can afford is the simple answer.
There is a wealth of proven designs to suit bluewater sailing and a variety of budgets. While we have focussed here on the best bluewater multihulls in production, we’ve also included some cracking pedigree multihulls which tour the planet and might occasionally pop up on the brokerage market.
If you can afford to, then pushing towards the 45-50ft length will buy you space, pace and that extra payload capacity needed to take all the items you’d want on your home afloat.
When looking at the best bluewater multihulls, the choice will come down to that perennial balance between comfort/space and speed/weight. Choosing a lighter weight performance design will obviously help you cover distance voyages more rapidly and potentially allow you to outrun weather systems. It means you can sail faster, with less sail up and less load and stress. But you’ll have to sacrifice some luxuries and need to be quite scrupulous about keeping weight down and centralised in order to maintain high average speeds.
For the majority of cruisers, however, it is the amount of space multihulls offer once you’ve reached your destination that really appeals. As well as the non-heeling living area and real estate they provide, they’re well suited to typical tradewind sailing .
If you’re considering your first or next multihull, we hope the following will serve as a taster.
Best bluewater multihulls for performance cruising
Outremer 51/55.
When you think of multihulls designed for bluewater cruising, Outremer will likely be one of the first names that comes to mind. Its heritage lies in building catamarans that can sail fast and are built strong enough to do laps of the globe.
The 51, the current version of which launched three years ago, is an archetypal example of what to look for in terms of blending speed and space is a dream design for a family circumnavigation.
The French yard’s new 55ft VPLP design may look boldly different from its past models, but the philosophy behind it remains the same. It is designed to match windspeed up to 12 knots and Outremer reasons that its ability to sail in 5 knots of breeze will allow it to sail for 95% of the time on a circumnavigation.
Read more about the Outremer 51 and Outremer 55.
Photo: Diego Yriarte
Seawind 1600/1370
For nearly four decades the Australian Seawind brand and its founder Richard Ward have been gearing catamarans around safe bluewater sailing, including performance, protection and ease of handling. Its Reichel Pugh-designed 1600, which launched three years ago, is an elegant looking cat with relatively low, long lines and some smart solutions for fast bluewater sailing.
Seawind also launches its new 1370 later this year, a staggering 60 of which have sold on plans alone.
This first 50 is built from a composite sandwich of basalt fibre, a cloth made from volcanic rock, and PET foam from recycled plastic bottles, which helps to reduce carbon emissions by nearly 50% when compared with traditional glassfibre methods.
This new 50 footer is perhaps a more appealing and practical prospect than Rapido’s previous 60 (with its significant fixed beam), particularly as the amas on this new model can fold to reduce beam to 18ft.
Infused carbon foam sandwich construction is used, along with beams, daggerboards and rudder in pre-preg carbon to keep displacement to 8,200kg.
Read more about the Rapido 50
This OC50 is designed as a more affordable cruising alternative, than the HH models which have preceeded it. This model targets ocean sailing.
It’s still stiffened and strengthened by carbon, but built in vinylester composites with a gelcoat finish. This adds an additional 300kg or so over a full carbon HH50, but cost savings are in the region of $400,000.
Read more about the HH OC50
Balance 526
The 526 launched four years ago, designed to suit short-handed sailors and families looking to sail long distances, hence it can carry large payloads and promises easy maintenance. It looks good too.
Berman’s Versahelm design is a key feature. The wheel cantilevers, allowing the helmsman to steer from outboard with clear sightlines or from the hardtop protection of the aft cockpit.
Photo: Christopher White
Atlantic 47
The A47 suits short-handed fast ocean sailing at an approachable size. Lengthening it to 49ft allowed for an aft cockpit. It is available as a sloop or with White’s patented MastFoil ketch rig – rotating aerofoil masts designed for easy short-handed cruising without sacrificing performance.
Read more about the Atlantic 47
A combination of sharp design from François Perus and high build quality brings plenty of appeal to this sporty Italian-built cat. The first example launched three years ago with a light displacement of 10.5 tonnes, thanks to an E-glass epoxy-infused build with carbon strengthening. The yard offers semi-custom construction and full hybrid packages.
Catana 53/Ocean class 50
Catana’s performance model from 2017, sports twin aft helms (which may not suit ocean sailors), reverse bows and carbon daggerboards. The high topsides help create good bridgedeck clearance and plenty of accommodation. Its new Ocean Class 50 seems more in the shipyard’s bluewater DNA. The light weight, and dynamic and modern shape with slim hulls and a relatively short nacelle suggests a seaworthy nature and high speeds.
Read more about the Catana 53
Best bluewater multihulls for pedigree performance
Veteran multihull designers Morrelli & Melvin designed this smaller model for the Gunboat range. It was built to be more manageable for an owner-driver yet still capable of up to 300-400 mile days.
The Gunboat 48 is something of a rare breed, just six 48s were built between 2004 and 2009. Oh, to have a spare €1.3m right now… one of them is actually on the market.
Read more about the Gunboat 48
At the start of the Millennium, Catana offered fully equipped boats as standard for long distance cruising. The Catana 471 or 472 (one or two helms respectively), represented at the time the optimum in ocean-going catamarans.
Chincogan/Lightwave
Tony Grainger has been drawing fast multihulls for 35 years, including racing trimarans and the Lightwave and Chincogan cruisers. The popular Lightwave 38 has admirable performance and comfort, and the Chincogan 52 (pictured) has the length to clock high average speeds.
Outremer 45 G. Danson
With its characteristic roof, narrow hulls and daggerboards, the Outremer 45 is a standout design which has become somewhat iconic. Despite a rather spartan interior, it has been a great success with fast cruising enthusiasts. On board, family ocean crossings at an average of 10 knots are the norm.
Best bluewater multihulls for family cruising
Photo: Nicolas Claris
The Lagoon 450 remains the most popular model in Lagoons already popular range. It exemplifies the VPLP/Nauta design partnership which has made these the very definition of modern mid-size cruising catamarans which can appeal to families and charterers alike.
Indeed the 450 marked the modern look of Lagoon and was the first with interior styling from Nauta. It originally launched over a decade ago as a flybridge design with central helming position (450F), before this ‘sport top’ option (450S) was offered with a starboard helm station and lower boom.
Read more about the Lagoon 450
Photo: Guilain Grenier
Fountaine Pajot Saona 47
The 47 has a modern shape, with straight bows and a reverse sheer line. It incorporates significant volume in the hulls below the bridgedeck to create room for the optional athwartships cabins. Cabin space is a prime selling point, particularly the owner’s suite to port, where there is also abundant natural light and headroom.
Photo: Tui Marine
Leopard Catamarans, together with designer Simonis Voogd and builder Robertson and Caine, produce the archetypal dual-purpose owner-operator or charter boat in their modern catamaran range.
Key features of the 45 are the amount of light in the saloon and the incredible volume and space on offer in the cabins above the relatively narrow waterlines. Vast social living areas include the flybridge, saloon and dual cockpits.
Read more about the Leopard 45
Photo: www.jfromero.fr
Nautitech Open/Fly 46
During the 1990s and noughties Nautitech earned a good reputation for its elegant catamarans. The 441 is a timeless example and the 44 can be credited with the ongoing trend in hardtop biminis. While its acquisition by Bavaria seven years ago helped Nautitech implement industrial build techniques, the French brand has retained its DNA at its Rochefort sur Mer yard.
The modern Marc Lombard designs have tall rigs with generous square-top mainsails. Twin wheels in the aft quarters of the Open 46 offer a direct feel on the helm, however those spending long periods in the tropics may prefer the shade of the bimini-equipped flybridge option. The layout is also open, with a saloon more outside than in. Styling is clean, modern and simple, and the standard of build and finish are good.
Photo: Olivier Blanchet
First impressions of the Neel 51 are sure to centre on its sheer size and space inside. But as you’ll see from our review of the Neel 43 on page 83, when you sail one overriding impressions quickly centre on its performance.
These trimarans are becoming a popular mass production-built option.
Photo: Christophe Launay
The Excess 11 packs plenty of potential as the smallest yacht offered by the big production yards. A little like the Lagoon 380 of old, it presents a good value new entry-level boat for genuine cruising in a more sporty, modern and enticing design. Some may argue against aft helms for ocean sailing, but those coming from monohulls will appreciate the more direct steering they offer.
Broadblue 385S
Broadblue is a UK brand which offers a distinct line of cruising and Rapier performance catamarans. Its staple 385 packs a lot of cruising comfort into its length, including generous tankage, and has been sailed all over the world. Broadblue built its first electric drive catamaran 12 years ago and offers the only all-electric production sailing catamaran under 40ft in Europe.
Photo: Christophe Breschi
Bali Catspace
For those looking for maximum volume within 40ft, it’ll be hard to beat the Catspace – although it is more of a holiday apartment than a traditional bluewater cruiser. Bali’s garage style sliding aft door does help offer an enormous amount of enclosed (or open) living space.
Best bluewater multihulls for luxury cruising
Photo: Nico Krauss
Privilège 510 Signature
The 510 is designed to take a serious amount of cruising gear – up to six tonnes of it in fact. The excellent helm station now has a fixed windscreen and all lines lead to hand. Finish quality including the electrical installation is first class and Privilege’s trademark, an admirable full beam (26ft) forward cabin, is sumptuous.
Photo: Jérôme Houyvet
Garcia Explocat 52
Garcia Yachts has cornered the market for series-built aluminium monohulls and multihulls in the last decade and this new Explocat 52 is sparking real interest. We ran a full test report in our February issue, describing it as a go-anywhere cat with an enticing combination of space, pace and rugged construction.
Read our review of the Garcia Explocat 52
Built in Argentina, the Antares 44 is the ultimate evolution of a model launched 21 years ago. Entirely dedicated to bluewater cruising, it is the yard’s only model and is constantly being improved according to owner feedback.
Time seems to have no hold on this boatyard and, against the trend, the standard equipment of the Antares 44 is extremely complete
Photo: Richard Langdon
Discovery Bluewater 50
This luxury Bill Dixon design may be a decade old now and into its third iteration, but the concept behind its original appeal remains. For those used to sailing high-end thoroughbred monohulls, here is an option to consider for a comparative level of build quality and fit out when moving to a multihull.
Read more about the Discovery Bluewater 50
St Francis 50 MKII
With this latest version of its original model, this experienced South African builder has optimised a catamaran cut out for the unforgiving seas of the Indian Ocean and the South Atlantic. The MKII allows for an increased load capacity, an important point in long distance cruising.
Xsquisite X5
Intelligent features on the X5 include the protected helm station with glass windscreen, integrated rainwater catcher, UV-protective glass and generous tankage.
Best bluewater multihulls for size & speed
Mcconaghy mc52.
The MC50 (now MC52) was the first and promises some high speed sailing, but it’s the open plan main living deck which will attract the majority. It incorporates an intelligent centreboard system, which hardly affects interior space, but arguably its exposed helms at the aft end of the flybridge will not suit serious ocean cruising.
Photo: Florian H. Talles
HH in Xiamen is building some really impressive large, luxury fast cats up to 90ft. This was its second model to launch, a high-end, high performance Morelli & Melvin design capable of rapid passagemaking speeds and enjoyable regatta sailing. Features include C-shaped boards and central or aft helms.
Photo: Mike Jones/Waterline Media
Ocean Explorer 60
If Nautor’s Swan made catamarans, they may look like this… The Ocean Explorer 60 uses the same designer in German Frers and some of the same builders who worked at the famous Finnish yard to produce this world cruiser. The resultant quality shines through. A new OE72 is due soon.
Kinetic KC54
A young company with plenty of experience, Kinetic produces custom fast ocean cruisers, which can occasionally race. Its 62 is a serious performance vessel with carbon hulls, rigs and rigging, daggerboards or centreboards. With fast bluewater cruising the goal, carbon is used to minimise weight so features/toys can still be added. The swim platform and hardware on the newly launched 54 weighs just 90kg, and the generous sized tanks are all in carbon too. Views from the saloon and forward cockpit also look special.
Best bluewater multihulls for ultimate performance
Marsaudon ts4/orc 42.
Few catamaran builders produce genuine performance cruisers at this ‘smaller’ size: this one is kept minimalist and light weight (around 6 tonnes) – the yard’s philosophy is ‘simplicity, then add lightness.’ The 42 is a cruiser-racer with the ability to outpace most yachts across the Atlantic, win a regatta and still offer some space for island hopping. Standard tankage is minimal however. Marsaudon recently rebranded its TS range to Ocean Rider Catamarans (ORCs) and has an ORC 57 in build.
Dazcat 1495
Dazcat builds fast, seaworthy cats from its Multihull Centre in Cornwall. The 1495 is a true ocean cruiser-racer, which is stiff and rewarding to sail, with direct steering linked to carbon rudders. The 1495 can hit 20+ knot speeds with relative ease, but it is the consistent high average speeds which will attract those looking to cover serious miles. Weight is centralised including engines, tanks, and systems all located amidships to help reduce pitching. Dazcat has a semi-custom build approach and creates all sorts of weird and wonderful craft for all abilities.
Dragonfly 40
Dragonfly trimarans are known for their high quality construction and ability to delight sailors with their ease of planing speeds. For those who can live without the space of similar length cats, the new flagship 40 is large enough to offer cruising space, while folding outriggers and retractable appendages mean you can dry out where others wouldn’t dare.
Looping 45/Freydis 48
These two designs by Erik Lerouge both offer a high-performance vision of ocean cruising. The Loopings were built individually and the Freydis in small series, and on both you can sail as fast as the wind in complete safety. Interior quality depends on whether finished by an amateur or by a shipyard.
Swisscat 48
An attractive combination of luxury, comfort and performance, the S48 is a stiff, go-anywhere premium cat that is easy to manage single-handed. The lightweight build (11t) is in epoxy infusion with carbon reinforcement.
Schionning Designs
Jeff Schionning has catamaran design in his blood. His designs exude performance and seaworthiness with flowing, even aerodynamic lines. On all tradewind routes you’ll find a G-Force (models from 12m to 23m) or an Arrow (12m to 15m) sailing more quickly than the rest. His latest venture is with Current Marine in Knysna, South Africa.
Best bluewater multihulls for pedigree cruising
The long-time best-seller from the world leader in catamarans, with more than 1,000 produced over almost 20 years from 1999. With its characteristic vertical windows, the 380 and its big brother the 410 made the purists scream when they were presented. But the 380 proved a pioneer of its kind. Safe bow volumes and light displacement (7,260 kg) helped its seaworthy behaviour. The high number of boats on the market makes this the most affordable bluewater cruising multihull for its size, even if price range is as wide as condition is variable.
Casamance 44/46
Between 44ft and 46ft depending on the year of construction and the length of its transoms, the Casamance was an impressive catamaran on launch in 1985. The design by Joubert/Nivelt offered good volume and load capacity. Of the 490 units produced, many joined the charter fleets. The exterior of the Casamance is dated, but the interior in grey ceruse oak has retained plenty of charm.
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Time For a Catamaran Adventure
Isn't Time For Yours?
Review of Catamaran Designers
Richard woods.
Jeff Schionning
Chris White
James Wharram
In Conclusion
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Schionning Designs International offer the easiest and affordable Multihull Catamaran Plan and Kit Solution. Visit: www.schionningdesign.com. ... Latest News. LuSo | G-Force 1540 | Netherlands Owner Build; Jeff Schionning - Still unique - Multihulls-World.com; G-Force 1700C 'WILDFIRE' Launches; G-Force 1200 'HUEY' Launched in Adelaide;
Schionning Catamaran Production Designs. A number of our designs are under production by various builders and yards located around the world. ... Jeff Schionning - Still unique - Multihulls-World.com; G-Force 1700C 'WILDFIRE' Launches; G-Force 1200 'HUEY' Launched in Adelaide; Growler 880 GTR LAUNCHED; OCEAN YOUTH SAILING LAUNCH ...
Jeff Schionning - Still unique. This is a story that is played out between two countries, South Africa and Australia. Jeff was born in the first one 74 years ago. His father was already designing and building boats, so the son couldn't imagine doing anything else.
Schionning Designs. 4,078 likes · 6 talking about this. Schionning Designs design luxury power and sailing catamarans for amateur and professional construction. We sell material kits and construction...
Design Concept. " The G-Force 1800 is the ultimate in high performance cruising catamarans and is the flagship of the G-Force range. One of the main benefits of these easily driven hulls, with excellent power to weight ratio and a good WL beam to length ratio, is that you don't need much wind to get up and go. " Jeff Schionning.
Innovative Concepts and Designs for Catamarans and Trimarans. This handsome fast cruising cat by Jeff Schionning is in build at the McConaghy yard in China. Coming in somewhere between high-end production cats and custom carbon-fiber rides, it's aimed at the burgeoning performance-cruiser market. Construction is a Corecell foam/vinylester ...
We talk to Robert Quinn of Schionning Design about how their company is navigating Covid-19, their most popular models, and the future of catamaran design. We discuss the Arrow series, G Force, and Waterline / Wilderness designs. Robert tells us why their Arrow series is their most popular and why the Arrow 1200 is the most popular model.
Schionning Designs is an international multihull design company that also supplies pre-cut material packages and kits. Based in Port Stephens, Australia they service domestic and international clients and offer back-up support to home amateur builders and technical support for their professional yards and recommended boatbuilders. Jeff Schionning is the lead designer and is supported by a team ...
Jeff Schionning - Still unique by Multihulls-World.com. Multihull News, Read about Jeff Schionning. Jeff was born in the first one 74 years ago. ... 'D'ESTREE BAY' Cosmos 1320 Catamaran 'DIVISION II' | Cosmos 1160 'DUET' | Arrow 1360 'IMMAGINA' | G-Force 1500CE 'JAG' | Growler VTR950 'WAHOO' | G-Force 1400;
Ocean Blue is a true "Sailors Boat"... It is lightweight at under 4 tonne and will cruise all day. Jeff Schionning's designs are synonymous with great catama...
The Technical Information page is a collection of documents (mostly in PDF format) on the materials and systems used in Schionning catamarans. Including data sheets, engineering information, strength comparisons of each core material and informative articles from Jeff outling the design of certain system such as engine choices and main sheet ...
Designed originally by renowned catamaran designer Jeff Schionning as a 9-metre power catamaran, it was further developed by NZ designer and builder Eric Knight, as a 10.4-metre model. Formula Cruisers has now taken the concept one step further again by adding a further 200mm to the aft extremities of the hull, and raising the sheer line by ...
Jeff Schionning has catamaran design in his blood. His designs exude performance and seaworthiness with flowing, even aerodynamic lines. On all tradewind routes you'll find a G-Force (models ...
Jeff Schionning Jeff Schionning designs catamarans in Australia, and though some of his designs are built by commercial builders, most are built by people just like you with a dream. One of Schionning's real innovations is the Wilderness series which goes from 9 meters up to 17. These boat are built from prefab epoxy Duracore™ (balsa core ...
Multihulls is a foreign boat builder company, located in Slovenia and specialized in power catamarans designed by leading Australian Catamaran Designer Jeff Schionning. Having designed catamarans for the past 20 years, Schionning Designs has grown to become one of the World's top multihull designers.
Join Date: Jan 2007. Location: Fremantle Australia. Boat: Schioning 12.3 "Wilderness" Bi-Rig under construction. Posts: 550. Freetime. There is a nearly completed Widerness 1480 for sale with CE certification if your interested. Lorraine Schionning estimates that finished it will be about 850,000 AUD with basic equipment.
Schionning Designs is a Catamaran/Trimaran Design, Kit & Material Supply Company. Meet the Schionning Designs Team. ... Latest News. LuSo | G-Force 1540 | Netherlands Owner Build; Jeff Schionning - Still unique - Multihulls-World.com; G-Force 1700C 'WILDFIRE' Launches; G-Force 1200 'HUEY' Launched in Adelaide; Growler 880 GTR ...
The Wildlife and Nightlife of Florida's Gulf Coast. Waypoints Florida offers elevated charter experiences in St. Petersburg, FL aboard new model yachts outfitted for comfort and performance. From our charter specialists to our captains, we know the best marinas, local hotspots, and more to help you maximize your cruise on the Tampa Bay.
Our Charter Concierge will craft private charters from half-day, weekend, or up to 14-day voyages. We have multiple types of charters; that sail anywhere in Florida along the Atlantic coast in the spring and fall with our Summer base in New England and our Winter Home in the Caribbean. Sailicity's concierge service removes the headaches of ...
STEP 1. The first step to building your dream catamaran begins with a strongback - this is a square frame used to position the temporary frames that will be used to form the hull shape. This frame will be set up and must be square and accurate, a string or laser level can be used to achieve this.
Jeff Hughes. 42' Catalina. Fillingham yachts are the best! Micki took extremely good care of me providing information and guidance and quick callbacks to any questions. Al Lima my broker was there for me every minute from looking at boats to picking one out and making an offer to closing and helping to understand all the regulations and paperwork.
The Arrow Series is the latest range of performance cruising catamarans from Schionning Designs. Utilising 100% flat panel construction means that the Arrow designs will be the fastest build, as there is no strip-planking or more time consuming techniques. The Series currently includes the Arrow 1200, 1200 Sports, 1280-S, Arrow 1360 and Arrow 1500.