sailboat 430 review

On test: Neo 430 Roma, a custom-built racer/cruiser

As with his sails, his boats have redefined the very concept of “racer-cruiser”, enabling a larger number of boaters to performances which were once an exclusive prerogative of pure racers.

Maybe for this reason, while I’m chewing up the miles on my way to the Neo 430 Roma – the evolution of the legendary 400 –  I cannot help but unconsciously raise the bar of my expectations.  

Neo 430 Roma

Like all the other Neo yachts, the 430 Roma features a full-carbon construction, as required by her owner, an Australian sailor who likes racing but who perhaps (and fortunately) no longer likes the design (if it can be called so) of Kiwi’s “war machines”.

The Neo 430 Roma, instead, wins me over at first glance. And not only because of her scimitar-shaped bow for the bowsprit of which the attribute “aggressive” would be an understatement, but because of her overall design, which inexplicably manages to be sporty and elegant at the same time, undoubtedly unusual for a sailboat of this category.

The cockpit is a masterpiece of ergonomics and rationalization, in terms of both spaces and rigging. Everything is in the right place, exactly where it should be. The deck plan is designed for both a crew, which benefits from uncluttered circulation when racing, and the owner who, when cruising, can easily reach all the essential rigging without moving from the wheel.

However, these considerations can be only related to the model under test because, due to the “tailor-made” approach used by Neo Yachts, every boat is different from the others. The predecessor of the Neo 430 Roma, in fact, was very different, equipped with two rudder blades, a retractable keel, a solo cruising-oriented deck plan and more cruising-oriented interiors.

While I am absorbed by these thoughts, Paolo and his crew come. We’re ready to set sail.

Neo 430 Roma Sea Trial

Testing a sailboat like this is always a particular event. People would do anything to climb on board and, indeed, once boarding operations are completed, we are seven passengers on board. A considerable number of sailors that, however, as soon as we cast off and hoist the mainsail, simply “disappear” in this boundless cockpit. The Neo 430 Roma can, in fact, accommodate an even larger crew that, like a Harry Potter undetectable extension charm, finds its place on board without problems, as if we were on a 60-footer.

Out of the port, the true wind is blowing at 6-7 knots and, with just the (60m2) mainsail hoisted, the boat slides on the water almost at wind speed.

In a 50-degree AWA, the boat repeatedly reaches 10 knots, a remarkable speed even if what is most striking is its ability to never slow down. The average speed is aways constant, around 9.4/9.6 knots.

Giovanni Ceccarelli and Paolo Semeraro did a good job with this hull that, inexplicabily, manages to escape from the hydrodynamic laws that would otherwise subject it to a watertile length that it could be reductive to call it dynamic. The boat goes further beyond its design speed without s howing the slightest hint of lowering the stern; vice versa, it always remains horizontal on the water, thus minimizing the wet surface and, consequently, the hull drag.

These performance are undoubtdly made possibile by the special design of waterlines but there’s more. Sailing on a full-carbon boat, in fact, also means benefiting from an overall weight of 5,700 kg, 2,800 of which are positioned 3 meters under the waterline. This weight/ straightening thrust ratio not only delivers excellent racing performance but also translates in important cruising benefits, such as speed, low heeling angles and absence of rolling when at anchor.

I try to sail close-hauled while Paolo turns to look at the sails. I see a hauler closing the jib groove and the mainsail traveler moving upwind. Heeling grows while the windex indicator takes on a position never seen before. In a 28-29-degree TWA , we’are sailing at 8.8-9 knots while the windex head i ndicates an incredible angle, so irreal that I find it hard to write down … an absurd VMG for a boat that is not a racing prototype.

I see the sea surface darken in front of me. The first gust of the day is coming. I face it without hesitation while Paolo eases out the mainsail travel and, needless to say, the boat accelerates again. The speed reaches 9.4 knots and I could stay here forever…

The rudder is another small masterpiece, placed in a more advanced position than the average and capable of instant responsivess, while keeping always direct and sincere. Every slightest variation impressed on the wheel is transformed into an immediate reaction of the bow: a pleasure for the fingertips of the most demanding sailors.

But the time goes by and the sun is close to the horizon. It’s time to return to port. I try a tacking that the Neo 430 Roma performs without slowing down and I continue with the new tack. Speed instantly decreases to 8 knots but, in no time, reaches around 9 knots again while, all around, the surface of the freshly chopped sea reflects the orange light of the setting sun.

To return to port, we have to bear away. We have no time to set the Code O. The boat is back to reality and speed decreases. We are running on the quarter with the small jib hoisted, with a speed of 5 knots in a 7-knot true wind. What a boat, guys….

Once in the port, we start the engine, a small 30HP outboard that is more than eough for such a hull and weight. At cruising speed and upwind we reach more than 7 knots, a performance that allows easy movement in total absence of wind because – but you have already understood -with the Neo 430 Roma, you will never need to start the engine.  

Inside the Neo 430 Roma

The interiors of the Neo 430 are structural and full-custom. The owner can choose from three possible versions: Loft, with a large open space in the bow; Cruise, with three cabins and two heads; Comfort (my favourite one), with a huge master cabin with separate shower, a spacious VIP cabin and a technical room/walk-in closet of inestimable value both when cruising and racing.

The model under test has three cabins, a head and an oversized chart table. Both aft cabins, as well as the seating in the dinette, are arranged with three beds of adequate size and anti-roll covers, which are perfect for sleeping upwind when racing.

Going below deck, the contrast of the white with the exposed carbon finishes is immediately striking. It is of great effect and gives the interiors a refined, minimal and gritty look.

Equally noteworthy are the storage compartments. Everything in this boat is exploited to store both small and bulky objects that find perfect placement in the side nets which, much better than “heavy lightened furniture”, perform their function leaving the cabins in order . A special mention goes to the cockpit refrigerator which, equipped with an inspectable engine, carbon bottom and closing, is huge and beautiful.

Furthermore, the structural interiors provide extra space, comparable in size to those commonly found on bigger boats. They are also easy to clean and, of course, do not get old over the years.

Conclusions

Neo 430 Roma represents a leap forward in the evolution of the cruiser-racer concept. Performances you thought an exclusive prerogative of pure races until yesterday are not accessible to all the passionate sailors who want to successfully engage in races or who simply prefer sailing to power boating.

This boat stands out for its ability to express the performance of a pure racer (with many competitors left behind) while always remaining simple, controllable and safe. A one-of-a-kind feature for this boat segment.

Technical Specs

Neo Yachts & Composites

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Hi, I would like to know the price for the Neo 43 Roma racing version fixed keel, deeper rudder, single bathroom incl. approx, cost of delivery to Melbourne Australia & what is the build time & delivery from date of order. Kind Regards Denis

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Dufour 430 Standard

Sailboat specifications.

• Last update: 11st April 2020

Dufour 430's main features

Dufour 430's main dimensions, dufour 430's rig and sails, dufour 430's performances, dufour 430's auxiliary engine, dufour 430's accommodations and layout.

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Anybody have an opinion of a schucker436?

• Add to quote

I have found a couple of these in my price range,and i think one would be a good fit for me and my disabled wife.Motoring alone would work ok for east coast cruising.If I could pick up a little with the sails,or ease up on the motor,because of the sails,that would be good.Anyone know anything of their sailing abilities? OR,SHOULD I just go to power? thank's in advance.  

Never heard of one so I was curious and googled it up. Quite a bit comes up considering it is a more obscure make and model. Found some reviews as well. Check it out if you haven't already. Mobnets 1973 Chance 32/28 "Westwind"  

I looked at one. It has a great layout and plenty of space. Reminds me of a motoryacht mostly. The one i looked at had a foldable mast.  

In my opinion a motorsailor nether sails like a sailboat nor motors like a mirror boat  

I hear you I'm a sail boater when the wind quits I read a book or play cards with my galley winch  

I have a lot more experience with powerboats.I have some sailing experience.I want to sail,espescially with the price of fuel.I don't know how much help my wife would be able to give me.We would mainly be living aboard and coastal cruising.The schucker that I have my eye on has a furled mainsail and headsail.I worked in the marine industry off and on for a number of years.I am close to semi-retirement,and really need to get back on the water,Horace  

I have no direct experience with them but I was curious and did some research on them a couple of years ago. Your description above sounds exactly like what I determined they would do re: sailing. Off the wind in a breeze you might get some real sailing but otherwise the sails would just allow you to cut back your RPM's a bit I think. A big main acts as a better roll stabilizer than a small steadying sail as well. It doesn't look like you have to give up anything over a "real" trawler that size, so why not have the sails?  

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Alubat » La gamme » OVNI 430

The full experience

With our experience and expertise in blue water sailing yachts, we have collaborated with the MORTAIN & MAVRIKIOS and CBA agencies to upgrade the OVNI 400 to the OVNI 430.

The OVNI 430 is part of our new generation of boats combining innovation, elegance, ergonomics, comfort and performance.

Performance : The hull of the OVNI 430 with her inverted and rounded bow gives her full length at the waterline. And equipped with an optional square-top mainsail, we appreciate her stiffness. Thanks to her centerboard which comes up completely in the hull with a manual system, the draft is low and allows you to access to shallow areas or to land on a beach easily.

Outside comfort : With an open cockpit on a large transom equipped with a aft arch, her double helm-station and wide, very accessible gangways allow you to move easily. Wether you are at the helm-station or under the optional dog-house, you will always have good visibility and optimal sensations.

Inside comfort : A panoramic view for an active watchkeeping, great light, an offset saloon on the port side to facilitate forward circulation, a large galley on starboard side, a generous head with separate shower, a large owner’s cabin, all made in a modern design.

Be actor of your visit!

Information.

• Architects : MORTAIN & MAVRIKIOS – CBA
• Twin rudders : yes
• Aluminium rudders : yes
• Length overall : 12.95 m
• Hull length : 12.30 m
• Length at the waterline : 11.60 m
• Maximum beam : 4.36 m
• Draught with centreboard down : 3.45 m
• Draught with centreboard up : 0.98 m
• Light displacement : 11,900 kg
• Ballast : 3,330 kg
• Keel weight : 700 kg
• Water tank capacity : 450 l
• Fuel tank capacity : 580 l
• Upwind sail area (sloop) : Traditional 85 m² / Square top 93 m²
• Mainsail : Traditional 44 m² / Square top 52 m²
• Solent : 41 m2
• Engines : VOLVO D2-50 shaft drive (50 hp – 36.5 kW)

OVNI 430 technical description

YACHTING WORLD – OVNI 430 hybrid sailtest

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Travel books – OVNI 400/430

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A desire? A project?

About Neo 430 Roma #2 V-Bed Version

Il pozzetto è un capolavoro di ergonomia e di razionalizzazione, degli spazi e delle relative manovre. Qui ogni cosa è al posto giusto, esattamente dove dovrebbe essere. Un piano di coperta studiato sia per un equipaggio, che in regata si muove senza mai intralciarsi, che per il suo armatore che, in crociera, raggiunge tutte le manovre essenziali senza muoversi dalla ruota.

Luca D'Ambrosio

El habitáculo es una obra maestra de la ergonomía y la racionalización del espacio y las maniobras. Aquí todo está en el lugar correcto, exactamente donde debe estar. Un plano de cubierta pensado tanto para una tripulación que se mueva sin estorbar en las regatas como para su propietario que, en crucero, pueda realizar todas las maniobras esenciales sin moverse del timón.

Le Neo 430 Roma, au contraire, me conquiert au premier coup d’œil. Et non seulement pour sa proue en forme de cimeterre pour le bauprès de laquelle le qualicatif “aggressif” serait un euphémisme, mais surtout pour son design général, qui parvient inexplicablement à être à la fois sportif et élégant, une caractéristique peu commune pour les voiliers de cette catégorie.

The cockpit is a masterpiece of ergonomics and rationalization, in terms of both spaces and rigging. Everything is in the right place, exactly where it should be. The deck plan is designed for both a crew, which benefits from uncluttered circulation when racing, and the owner who, when cruising, can easily reach all the essential rigging without moving from the wheel.

About Neo 430 Roma #1 Supercruise Version

Con un dislocamento di 5700 Kg per un 43 piedi, è evidente come la potenzialità di racer-cruiser in IRC siano state esplorate al massimo.

Michele Tognozzi

Nella versione Gran Turismo sono previsti due timoni e una lifting keel, nella Race Performer un timone singolo e tutto il peso risparmiato dalle finiture degli interni meno croceristici verrà trasferito in una chiglia che ospiterà il 50% del dislocamento totale: baricentro basso, massimo raddrizzamento e potenza.

The yacht is designed by a very good NA cabinet, Ceccarelli Yacht Design, with experience in designing fast cruiser-racers like the Grand Soleil 80, the Azuree 33 and the Azuree 40 among others.

Exclusive powerhouse from Italy: Neo 430 Roma The new lightweight construction made of carbon fiber should learn to fear the competition at IRC and ORC. But the concept has even more to offer.

Michael Good

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Virtual tour.

OFFSHORE SAILING ATTITUDE

MORE SPACE THEN A BIGGER BOAT

MEMBRANE DEVELOPED

MEMBRANE software has been used to develop innovative sailplan.

TOMMASO CHIEFFI TESTED THE NEO 430 ROMA V-BED

TWO RUDDER & LIFTING KEEL

ONE RUDDER & FIXED KEEL

430 SUPERCRUISE DRONE VIDEO

430 V-BED DRONE VIDEO

430 #1 SUPERCRUISE INTERIORS TOUR

430 #1 08-12-2020 SEA TRIALS

430 #2 V-BED RACER CRUISER VERSION - SEA TRIALS

430 #2 V-BED RACER CRUISER VERSION - INTERIORS

MEASURES & WEIGHT

• Length (LOA ): 13,06 mt
• Length (LWL): 11,80 m
• Beam (Bmax): 4,06 mt
• Draft: 3 mt / 1,6 mt (Lifting keel)
• Displacement: 5700kg
• Keel weight: 2500 kg

WATER & FUEL

• Water Tanks: 200 lt
• Fuel Tanks: 100 lt

ENGINE / OMOLOGATION / CREW

• Engine: Saildrive 30 hp
• CE Category: A ‐ Ocean
• Crew Max: 10
• Sail Area Upwind: 105 m2
• Sail Area Downwind (Gennaker): 230 m2
• Main Sail Area: 60 m2
• Jib Area: 45 m2
• Assymmetric Spi Area:170 m2
• Concept: Neo Yachts & Composites
• Builder: Neo Yachts & Composites
• Designer: Ceccarelli Yacht Design

THE LOFT VERSION

• An innovative solution for maximum living space under sail
• Long sailbags can be stored on the side of the centerboard case
• 3 pivoting beds allow comfortable sleep to the windward side for max stability when sailing in strong wind
• The front dinette allows great dining space for 10 people
• It is ideal when dropping sails during the race
• It can be transformed in a comfortable double bed big cabin
• navstation to be reversible to sofa

SUPERCRUISE

The comfortable version.

• 1 front owner cabin
• 1 large guest cabin
• 1 large separate shower
• 1 extra large service room/locker
• 1 central dinette

THE FAST CRUISER VERSION

• 2 large guest cabin
• 1 large bathrooms with shower

CONVERTIBLE OWNER CABIN

• 1 large owner/Vbed front cabin
• 1 central dinette with 2 sofas convertible in beds

BUILDING STEPS

SMART SOLUTION

• Fast yacth need deep draft for stability and upwind sailing ability
• Cruising yachts need low draft for easy mooring
• Rudder and Keel of Neo 430 are retractable without the use of hydraulic systems (OPTIONAL)
• This system will allow fast split from ORCì to IRC keel and rudder
• Speed and comfort while sailing and easy anchoring also in shallow waters
• Weldox keel fin and lead bulb all CNC machined to perfection
• Carbon hi aspect ratio rudder to improve upwind ability

STRUCTURAL INTERIORS

More space inside than a bigger boat.

• Structural Interiors give our boats high structural rigidity with less weight and larger spaces inside

COMPOSITE INTERIORS

• Easy to clean
• Long lasting

• Low profile cabin is well integrated in a modern design concept
• Flush, curves, continuous windows
• Reverse bow emphasizes virtual water lenght keeping boat dry
• Concave sheerline for beam effect
• Composite stanchions and pulpits maintain outline clean and light
• A deck plan designed by people who know what racing means
• A wide cockpit comfortable while cruising, ergonomic while racing
• On deck mast, on deck manouvers, make Neo 430 safe and dry
• Waterproof bulkheads give Neo serious offshore sailing attitude

DECK DETAILS

Yachting World

• Digital Edition

Ovni 370 review – go-anywhere shoal draught cruising

• Toby Hodges
• July 19, 2022

Ovni’s smallest new model, the Ovni 370 is packed with smart thinking to appeal to those who want to cruise all waters, says Toby Hodges

Product Overview

Manufacturer:, price as reviewed:.

With its distinctive range of bare aluminium lift-keel cruisers, Alubat’s Ovni brand has been synonymous with bluewater cruising since the 1970s. After a barren period it came out with a contemporary new Ovni 400 two years ago and has followed that up with an arguably more innovative and approachable shorter model, the Ovni 370.

The Ovni 370 shares some of the styling of the 400, in particular the angular and voluminous look with full forward sections, so it shan’t win any beauty prizes. However, Ovnis have always attracted more for practicality than aesthetics, and this model certainly packs in the features for its length.

The Les Sables-d’Olonne yard wanted the Ovni 370 to have a true deck saloon, a panoramic heart as opposed to the (optional) lower single level format of the 400 – clearly a popular decision which all 17 buyers so far have chosen.

Once you accept you need to climb up and down steps to get through the boat, the benefits are multifarious. This is particularly true of the Ovni 370, which has many of the staple ingredients bluewater sailors will look for even at this size, including a deep, protected cockpit, a pilot berth in the deck saloon, wet hanging stowage and a proper navstation.

Another benefit is the stowage space below a deck saloon – enough for 300lt water and 300lt diesel tanks in the Ovni’s case.

The transom skirt with arch above is a recipe Ovni has perfected. A block and tackle system is used for the dinghy and the liferaft has a prime central location. Photo: Andreas Lindlahr/EYOTY

Built for distance

Alubat says the design development began after it received many requests for its old 365 model. However, that was a Category B (offshore) rated design and the majority of its clients today are couples who want to go long distances. Nina Karlseder from Création Brouns Architecture, one of the five designers who worked on the Ovni 370, explained the major challenges involved with trying to make a Category A yacht with a lift keel at this size and volume.

The keel, which lifts completely inside the boat to allow for beaching, needed to be kept light enough to raise manually yet heavy enough for stability purposes when lowered.

Meanwhile the hull needed to be stable and light in the right places. So a light aluminium plate was chosen, milled into a NACA profile, and over three tonnes of ballast was used in the hull to make up the necessary righting moment. The 260kg ballasted centreboard has a safety release in case of grounding and a plate protecting the bottom of the boat for drying out.

The result, the yard argues, is the least expensive new Category A lift keel yacht. But what is it like under sail?

The voluminous bow and hard chines create significant living space and helped the designers achieve a prime goal of meeting Category A ocean-going requirements. Photo: Andreas Lindlahr/EYOTY

Sailing the Ovni 370

We had a very pleasant late afternoon sail off La Rochelle in 8-9 knots true wind. As mentioned, the centre of gravity needs to be strictly controlled with a centreboard design, hence the relatively short rig and a modest 33m2 Solent jib. The only option for added oomph here is a laminate square-top main and running backstays, as the test boat sported.

Still, the Ovni 370 is not blessed with a shape designed for pointing or upwind speed. Her angular shape has plenty of wetted surface area and in these single figure windspeeds, 4-4.5 knots were average beating speeds – and at wide tacking angles.

As we know, though, no well-planned cruise should involve sailing to windward, hence we spent the majority of the time under Code 0 averaging over 5.5 knots reaching at 60° to the apparent wind. The helming experience was enjoyable – nice and light on the dual rudder steering with good balance and some feedback.

The views and natural light benefits of a deck saloon. The linear galley has good stowage and solid fiddles, and ajdoins a practical navstation aft. Photo: Christophe Favreau

The helmsman has a snug area between the aft end of the coamings and the davits with clear sightlines forward, while the primaries are within easy reach with handy tailing lockers under the cockpit benches. The mainsheet and reefing lines are led to the coachroof winches, which is a good, protected position for a crewmember, but it does mean that those sailing short-handed will need to rely on the autopilot while they trim sails.

A fixed aluminium dodger is an option, but the very deep cockpit already offers excellent protection behind the high coamings and sprayhood (which links to the bimini on the arch). Sturdy handrails and toerails, good non-slip and a high coachroof make it feel safe and robust around the deck. The foredeck feels huge, and a double bow roller allows the setting of two anchors.

Generous berths and plenty of light in both cabins. Photo: Christophe Favreau

Ovni 370 accommodation

The two-cabin plan makes excellent use of the interior space. The saloon layout is particularly smart, with a table that drops to create a large daybed or pilot berth. The latter uses a carbon pole for a backrest (with cushions), which can be moved to double as a leeboard.

A large wet hanging locker is located beside the companionway, and the decision to split the heads and shower (more potential wet hanging) works well. The heads links through to a work/utility cabin aft, where a bunk can be fitted, but this primarily serves as a wonderful amount of stowage for long term cruisers.

Abundant natural light and lots of light trim make for a modern, fresh look, albeit with a few sharp edges on the window surrounds and bulkhead coverings on the prototype we sailed. The interior is insulated with sprayed cork above the waterline and owners can choose whether to leave this exposed or cover with headlining.

The port aft cabin is capacious, with tall headroom, wide berth, good stowage and a large porthole. Headroom reduces to 5ft 10in in the entrance to the forward cabin. On the test boat this had an extra wide but relatively short (1.85m) berth, and a vast shower room with space for a washing machine abaft the main bulkhead.

Ovni has since addressed the balance of these areas, pushing the bulkhead further aft to increase the berth length – a bonus of building in aluminium over a fixed mould.

If you enjoyed this….

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The concept and design of the 370 is commendable. It fulfils a valuable and obviously popular niche. It’s packed with dependable features, feels robust throughout and offers a more affordable and approachable size level for go-anywhere shoal draught cruising. So much so it makes you wonder who might buy the larger 400 now. It is comparatively good value for an aluminium cruiser, however the price has already increased 13% since last year due to materials costs. It has a quirky, utilitarian style, and is not for those who wish to get places quickly (particularly upwind). But for a new distance cruiser at this size for modest paced sailing in comfort it would make my shortlist.

• Resource Centre

Dufour 430 Boat Test | Sailing Today | November 2019

Bon voyage.

Dufour’s latest mid-range cruiser offers a mix of Italian styling and French Manufacturing techniques. Is that an appealing cocktail? Sam Jefferson finds out.

Read more here:

Dufour 430 Boat Test, Sailing Today – November 2019

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Hunter 43 Legend

This cruiser is more functional than fabulous, but offers a great value.

First impressions

The Hunter 43 Legend is by no means a heart-stopper in terms of beauty, lacking classic boat looks without a graceful sheer and eye-catching overhangs. There’s no varnished wood in sight, at least not on deck. It is fair to say the Legend 43 is more functional than fabulous, but die-hard Hunter fans typically aren’t interested in extolling the boat for its looks. They’re far more likely to tell you about the sloop’s sturdy construction, comfortable interior, seaworthiness and how easy it is to sail shorthanded.

Construction

Although heavy fiberglass construction was still king in the late 1980s and early 1990s, the Hunter 43 Legend is crafted in a way that reduces some of that weight. According to industry reports generated at the time of production, the sloop’s maximum strength is achieved through a bonded, full-length, internal frame and stringer system that’s designed to increase stiffness without adding weight. 

The boat features an anodized, double-spreader fractional rig, a full-batten mainsail, furling foresail and a bulb-wing keel with draft of less than 5 feet. The chainplates are anchored to the frame system to carry the rig load. This construction technique helps to maximize interior volume, of which the boat has plenty. The deck hardware is heavy-duty, through-bolted and fitted with backing plates. The sole is teak and holly. 

What to look for

This sloop is approaching the 30-year mark, which means the original standing rigging is likely in need of replacement. The same applies to any through-hull fittings and seacocks. The boat features internal halyards that should be inspected.

The boat’s electronics may be outdated, given the quantum leaps in navigational technology. Since the boat was constructed, environmental laws addressing overboard waste have become more restrictive, which means a holding tank is required.

Some owners have sacrificed one of the boat’s three water tanks to serve that purpose. If that job hasn’t been tackled, it should be figured into the boat’s value. The engine should be given close inspection, particularly if there’s no meter to record hours of operation and no maintenance records available.

The Hunter 43 Legend’s deck is well designed. The sloop’s double-spreader fractional rig supports a mast that is 64 feet, 6 inches tall, making it a squeaker when it comes to sailing the Intracoastal Waterway and passing beneath federal highway bridges with 65-foot clearance.

The mainsheet traveler and boom vang add additional support to the rig, so the main is relatively easy to handle. On most of these boats, the full-batten mainsail is enhanced by a flaking system. A roller furler helps tame the foresail while the jib sheets are controlled by inboard genoa tracks with cars. The internal halyards lead back to the comfortable cockpit, with its wide and deep seating. There are dual two-speed, self-tailing halyard winches, and a pair of two-speed, self-tailing genoa winches. The boat features stainless steel bow and stern pulpits, stainless cabin handrails, and a through-bolted, anodized toerail with amidships cleats. 

The spacious, T-shaped cockpit is fitted out with three lockers in addition to two transom lockers. The boat has wheel steering, and the binnacle hosts a lighted compass, wheel brake, gauges, and an engine panel with single-lever control. A sturdy table with drink holders and collapsible leaves adds another level of convenience to the cockpit. A walk-through transom allows direct access to a handy swim platform, making it easier to board from a dinghy or inflatable. Some Legend 43s were equipped with a bimini, which is prized by owners living in warmer climates.

Roominess, comfort, sensible layout and a third stateroom with bunk beds are the most common, positive attributes cited by owners.  In fact, the cozy stateroom with upper and lower bunk beds has become the focus of lively discussion among owners and those sailors who own the newer Hunter 430. As one owner put it, “that small stateroom makes it essentially a tri-cabin that is beneficial to me, because I normally sail with all single people and it would be nice to have three cabins for longer trips.” 

Despite such enthusiasm for the third cabin, Hunter Marine eventually reconfigured the interior of the Legend 43 and christened it the Hunter 430. The revamp provided additional room in the saloon, while the hulls remained nearly identical. Rob Lawnsby, owner of the 1991 Hunter 43 Legend Sea Fever, is among those who prefer the additional cabin. 

“My boat is different than the Hunter 430 because in the later version the middle cabin was removed, which eliminated two bunks,” he said. “By doing that, it decreased the boat’s ability to comfortably accommodate more passengers and crew.”

Lawnsby, whose Legend 43 is hull No. 5, keeps the boat in charter at his Narragansett Sailing School and Sailing Charters in Rhode Island, where he also uses it to teach American Sailing Association classes. 

“It’s an easy boat to sail, and it’s relatively fast, so it’s good for teaching people how to sail,” he said. “And, it has two heads.”

The aft cabin has a private head, while the second is located off the saloon, which is big as a dance hall. A third head, actually a porta-potti, is located under the bunk bed cushions.

The original Legend 43 with its third cabin featured a nav station with simple hinged seat and a tabletop on which to spread charts. Eliminating the so-called crew quarters made room aboard the Hunter 430 for a navigation office with desk and chair, bookshelves and file cabinet drawers. 

Belowdecks there’s plenty of natural light and ventilation streaming in from skylights and seven hatches with opening ports. Headroom is 6 feet 6 inches so even tall sailors seldom have to duck their heads.

Descending the companionway, a functional galley to port provides adequate workspace, with a double-basin stainless sink, range, oven, and refrigerator with separate freezer. The appliances are propane-fueled. The counters are Corian. A settee is installed to port, just forward of the galley. The V-berth in the bow accommodates two, as does the aft cabin. In the latter, the double berth is mounted perpendicularly and has sink and toilet in close proximity.

Locker space is abundant. Water capacity can vary by boat, ranging from 120 to 190 gallons. Some of the boats were fitted with a 75-gallon water tank in the bow, two 45-gallon tanks and a 25-gallon tank. Depending on owner preference, the 25-gallon tank or one of the 45-gallon tanks was usually converted to a waste-holding tank. Lawnsby said his boat has an “electroscan sewage system” that negates the need for a holding tank,” although the boat has one of those as well.

Hunter yachts in this size range were originally equipped with an inboard, 40-horsepower Yanmar freshwater-cooled diesel engine, but it was replaced on the production line by the 50-horsepower Yanmar 4JH2-E FWC diesel. The less-powerful engine was introduced in 1984, but by the time the Legend 43 was launched, the larger model was standard. 

“It had been beefed up to 50-horsepower, with higher compression, different injectors and other modifications,” said Lawnsby, noting Sea Fever carries 50 gallons of fuel.

During an early-fall sail aboard Sea Fever in Narragansett Bay, the boat consistently outran the other vessels in the fleet. In 25 knots of wind and large swells, the boat handled admirably. 

“This boat was made for people with a lower level of sailing experience,” Lawnsby said. “It’s fast with no bad habits.”

As promised, the boat was both maneuverable and predictable, easily pointing high into the wind. Its large rudder made backing into the slip less challenging.

“It reverses under complete control,” he said. “The rudder has physically more square footage, to help when you’re backing down.”

The Hunter 43 Legend is an affordable, well-built performance cruiser that’s easy to sail short-handed, forgiving under way, and provides loads of comfort belowdecks.

SAILING’s Value Guide

(5-sailboat rating system)

PRICE:  The price of a used Hunter 43 Legend can range from $80,000 to $130,000, depending upon condition and add-ons since most are relatively of the same vintage.  

DESIGN QUALITY:  Designed by the Hunter Design Group, headed by Warren Luhrs, the boat is made for both performance cruising and comfort. 

CONSTRUCTION QUALITY: It’s constructed using a grid system inside the hull that helps stiffen the rig, allowing the use of less heavy fiberglass. 

USER-FRIENDLINESS:  Owners love these boats because they’re relatively fast, responsive to the touch, easy to handle, comfortable below deck and offer amenities typically valued by cruisers. Wheel steering, a walk-through transom with swim platform, anchor well and rollers, removable helm seat, adjustable mainsheet traveler, lines that lead back to the cockpit, and two pairs of two-speed, self-tailing winches, are usually enough to keep owners smiling. 

SAFETY:  The boat has a secure cockpit with deep and wide seats, wraparound windshield, beefy double lifelines with gates and stainless steel bow and stern pulpits, with through-bolted handrails.

TYPICAL CONDITION:  Conditions of a Legend 43 usually depend on whether the boat was in long-term charter or in a climate where it was sailed year round, which increases the number of engine hours and general wear and tear. Several Hunter Legend 43s were placed in charter with the Moorings. 

REFITTING:   Many owners convert one of the boat’s three water tanks into a waste-holding tank. The boat’s original mainsail reefing system often is replaced by a Dutchman system. 

SUPPORT: Legend 43 parts can be found online at http://shop.hunterowners.com. Although Marlow-Hunter remains in business, it does little to service older Hunter models but may be able to answer questions.  

AVAILABILITY: The Legend 43 was in production from late 1989 to 1992, and was eventually replaced by the Hunter 430. Production records were lost in the shuffle when Hunter Marine was purchased by Marlow-Hunter, and the exact number produced is unknown. 

INVESTMENT AND RESALE:   The boats hold their value, with used models approaching 30 years old still listed for sale at nearly $100,000.

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Dufour 530 Boat Review

• By Mark Pillsbury
• Updated: May 5, 2021

Like clockwork, each fall for the past decade or so, Dufour Yachts has arrived in Annapolis, Maryland, with a new sailboat (or sometimes two) that somehow looks remarkably just like its predecessor—only different.

One year, the builder introduced the galley-forward concept, which puts the stove, sink, fridges, and counterspace adjacent to the mast and bulkhead, leaving the widest part of the boat open for entertainment and lounging. Another year, large ports in the cabin top over the forward galley were added to let light pour into the interior. One fall, they made a splash with an outdoor galley built into the transom, where a propane grill and sink can be put to good use by a cook standing on the fold-down swim platform while still being part of the party. These features not only were incorporated in subsequent models, some are now being copied by other builders as well.

But then came fall 2020, which was notably different from other years in so many ways, not the least of which was the cancellation of the US Sailboat Show—the coming-out party, if you will, for new models introduced to the North American market. But still, Dufour, now under the direction of the Fountaine Pajot Group, sailed into town with yet another new Grand Large—the 530—that continues the evolution of the company’s nine-boat range.

The lineup’s DNA is not by happenstance. For more than 15 years, Dufour has relied solely on Umberto Felci of Felci Yacht Design and the team back at the Dufour yard in France.

As well as a resemblance among models, this long-term collaboration has had one more benefit: The Dufours all sail like proverbial witches, thanks to Felci’s very slippery hulls and sail plans to make them scoot.

The 530 bears the same plumb bow and stern as its siblings, an easily recognizable low-profile cabin house, ample beam carried all the way aft, and a single rudder—the latter almost in defiance of the twin foils that are quite the rage these days. Below, the boat’s galley is forward with large ports overhead which, along with multiple hatches in the owner’s cabin forward, plus three long ports in either side of the hull, let in tons of daylight and provide lovely views of the great outdoors. And yes, this Dufour has—as do all—the trademark wine cellar beneath the saloon sole, and a lift-up cover over a crumb tray in the galley to make sweeping up easier.

Still, the 530 is, indeed, different, primarily due to a few new features introduced in the cockpit. So let’s start there. First and foremost is the simple solution they’ve found to solve the age-old sailboat conundrum: how best to move from the cockpit to the deck, a challenge compounded by the contortions needed to dodge Bimini and dodger frames while stepping up and over coamings. Just forward of the 530′s twin wheels, designers have placed a step between the helms and the cockpit seats. As noted: simple. Up one step and you’re on deck. And the risers do double duty as line-storage bins with lift-up lids, right below the cockpit winches. Designers then further refined this solution by adding a split Bimini so crew doesn’t need to duck or dodge when going forward.

With a little more than 16 feet of beam, there’s a fair amount of space between the helms, a portion of the transom that on most boats goes unused. On catamarans, this space is often put to good use with a bench, where one can sit and enjoy the ride. And it is here that designers added a large sun bed, and they did it in a way that still allows an easy passage from wheel to wheel when underway. I liked it.

The remainder of the cockpit is fairly straight-forward, with a large, fixed drop-leaf table between the seats, allowing for plenty of room to either side when moving forward to the companionway.

Wide side decks make it easy to move about the topsides. Forward of the mast, the cabin top tapers quickly to a broad foredeck that would be a pleasant place to stretch out and enjoy the breeze at anchor. There’s also a large sail locker that provides access to both the thruster below and the big anchor locker (which can also be fit out as a skipper’s cabin). The bow sprit does double duty as a place to stow the anchor and tack down off-wind sails.

Speaking of sails, when purchasing a 530, there are decisions to make, starting with rigging and sail-handling hardware. The Easy version comes with a self-tacking jib, and all lines are led to clutches and a winch at each helm, leaving the cabin top by the companionway free of clutter.

The Ocean package adds a winch to either side of the companionway, and that’s where halyards, vang, and reef and furling lines are led.

Both of these versions include a traveler that spans the cabin top forward of the companionway; the rigs can be configured with either conventional or in-mast furling mains, and either a self-tacking or slightly overlapped genoa, the latter with fairleads that can be adjusted from the cockpit.

A Performance version for regatta-prone skippers is also available. Rather than midboom sheeting, the mainsheet is anchored to the cockpit floor just ahead of the helms; there are six winches to handle main, genoa and downwind-sail control lines; backstay and vang are hydraulic; and the mast and boom are lengthened to provide roughly 215 more square feet of sail area.

The 530 we sailed during Boat of the Year sea trials this past fall was set up with an in-mast furling main and genoa. Personally, I’d have gone for the conventional main with a boom pouch, but still, we had a great time out on the water. In 10 to 12 knots of breeze, we skipped along at just under 8 knots closehauled, and hit a solid 8 peeling off to a beam reach. In one near-20-knot puff, I saw 9.3 on the speedo—not too shabby for a roomy cruiser.

Below, the galley forward allows ample room for a large dining table to port, with seating for eight or more thanks to a centerline bench. There’s a settee opposite with an aft-facing nav station at its end.

Counters in the galley are Corian, including a backsplash to protect the bulkhead. There’s plenty of storage and fridge and freezer space, and lots of room for a cook and helper to prepare meals.

An owner’s cabin is forward, with room to either side of the queen-size berth. In the configuration we saw, the head and shower compartments were separated.

There are multiple layouts available, depending on how many crew you like to sail (or charter) with. The basic layout is three cabins, three heads. On the boat we sailed, the starboard head was replaced by a fourth cabin with bunks. Up to six cabins are possible.

The price of the Dufour we sailed—delivered, commissioned and ready to go—was $550,000. For that you get a lot of options from which to choose, and remember, a witch to sail.

Mark Pillsbury is CW’s editor.

WIND SPEED: 10 to 12 knots

SEA STATE: 1- to 2-foot waves

SAILING: Closehauled 7.9 knots; Reaching 8.0 knots

MOTORING: Cruise (1,900 rpm) 5.9 knots; Fast (2,600 rpm) 7.4 knots

SPECIFICATIONS

LENGTH OVERALL: 53′6″ (16.31 m)

WATERLINE LENGTH: 50′10″ (15.49 m)

BEAM: 16′4″ (4.98 m)

DRAFT: 7′6″ (2.29 m)

SAIL AREA (100%): 1,518 sq. ft. (141 sq. m)

BALLAST: 13,361 lb. (4,700 kg)

DISPLACEMENT: 35,706 lb. (16,196 kg)

BALLAST/DISPLACEMENT: 0.29

DISPLACEMENT/LENGTH: 121

SAIL AREA/DISPLACEMENT: 22.4

WATER: 195 gal. (738 L)

FUEL: 116 gal. (439 L)

HOLDING: 26.4 gal. (100 L)

MAST HEIGHT: 75′2″ (22.9 m)

ENGINE: 75 hp Volvo, Saildrive

DESIGNER: Felci Yacht Design/Dufour Design Team

PRICE: $550,000

For more information, visit: dufour-yachts.com

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Electric boats

This $680 4-seater electric swan boat makes my own chinese e-boat look luxurious.

I’m no stranger to collecting weird Alibaba electric vehicles, and that includes aquatic vessels. But after buying an ultra-cheap Chinese electric boat last year , this new one makes my own lazy lake cruiser look like a luxury yacht.

Compared to my $1,080 boat , this $680 masterpiece is a tad bit less decked out.

Sure, it’s got a fiberglass hull, which is already surprising for such an affordable little boat. But with just four seats, your lake parties will be more intimate affairs.

The boat claims to be electric, though pictures of foot pedals have me a bit worried. There is a note somewhere on the sales page claiming a 6-8 hour run time, so that’s a good sign that it’s actually electrically powered. At least, as long as it doesn’t mean that’s how long it took the last couple to pass out.

And hey, having foot pedals as a backup on a boat like this probably isn’t a bad idea!

The design is certainly… intriguing. I know that ship figureheads have been commonplace for millennia, often ornately carved into ships’ wooden bows as a symbol of pride or to instill fear in sailors’ enemies.

But I’m not sure how well the swan head here can accomplish either task. Though, if you’ve ever ticked off an angry swan, I think it’s fair to say they’ve been known to instill a bit of fear themselves. With some red and green navigational lights in the eyes and a recording of angry honking mixed with violent wing-flapping sounds, you might just scare a few other boaters overboard.

The other small issue is that there’s not a great way to connect a bow line while on the boat. They shortchange you with a ring instead of a cleat up front, but to get there you’d have to shimmy out over the bow on your stomach, avoiding the giant swan (I didn’t expect to write that when I woke up today), and then dangle down over the prow to attach it. Sheesh.

I guess these are meant more for amusement park ponds where you’ll be cast off from the dock by some drunk carnie instead of doing it yourself, so that exercise I described above might not be a common occurrence.

Assuming the boat truly is electric, that canopy seems like a lot of wasted space that could be well spent holding up some solar panels. That’s exactly what I’ve done with my boat, adding around 350W of solar panels to the shade cover (that story is coming soon) to keep the batteries topped up.

Though for under $700 for an electric boat, I don’t think we can make too many extra requests here.

In fact, as usual, I recommend that nobody make any requests, including any purchase inquiries. These unknown Alibaba vendors can be a risky bunch, and you never know if you’ll get a product at the end of the saga, or if you do, what kind of quality it will be.

For example, the top coat on my fiberglass hull is definitely already chipping in places after a year of Florida UV exposure and my rudder has more rust than an abandoned bike lock that’s now fused with a bike rack. And that’s after my boat cost nearly twice as much!

So this is definitely another case of allowing ourselves to simply enjoy one of these weird little electric swan boats from afar!

FTC: We use income earning auto affiliate links. More.

Micah Toll is a personal electric vehicle enthusiast, battery nerd, and author of the Amazon #1 bestselling books DIY Lithium Batteries , DIY Solar Power,   The Ultimate DIY Ebike Guide  and The Electric Bike Manifesto .

The e-bikes that make up Micah’s current daily drivers are the $999 Lectric XP 2.0 , the $1,095 Ride1Up Roadster V2 , the $1,199 Rad Power Bikes RadMission , and the $3,299 Priority Current . But it’s a pretty evolving list these days.

You can send Micah tips at [email protected], or find him on Twitter , Instagram , or TikTok .

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Best $999 electric bike ever!

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Great e-bikes at great prices!