{"id":161205,"date":"2025-12-02T06:35:51","date_gmt":"2025-12-02T06:35:51","guid":{"rendered":"https:\/\/www.yachtingworld.com\/?post_type=review&p=161205"},"modified":"2025-12-02T06:36:08","modified_gmt":"2025-12-02T06:36:08","slug":"dufour-48-review-how-does-this-latest-big-cruiser-perform-in-strong-winds","status":"publish","type":"review","link":"https:\/\/www.yachtingworld.com\/reviews\/boat-tests\/dufour-48-review-how-does-this-latest-big-cruiser-perform-in-strong-winds","title":{"rendered":"Dufour 48 review: How does this latest big cruiser perform in strong winds?"},"content":{"rendered":"

Today\u2019s cruising monohulls<\/a> tend to have full forward sections and rather bluff bows that markedly increase interior volumes forward. But how do these new hull shapes handle stronger winds? We had the opportunity to test the Dufour 48 in a gusty west-north-westerly of 15 to 26 knots during a blustery interlude between mid-summer heatwaves. It was a perfect chance to find out the answer to that question in testing conditions for any single-rudder monohull<\/a> that offers a huge amount of accommodation for its length.<\/p>\n

Close reaching with full sail at a 70\u00b0 true wind angle we made an impressive 9.4 knots maximum speed in the gusts. The single rudder<\/a> felt well loaded at this stage, but with no signs of losing grip.<\/p>\n

After bearing away to a true wind angle of 110\u00b0, our speed hovered consistently between 8.5 and 9 knots with the boat feeling very comfortable, whether steering by hand or using the autopilot<\/a>, and we were racking up the miles surprisingly quickly.<\/p>\n

The additional beam in the Dufour 48\u2019s forward sections boosts an already high level of form stability, which clearly helps resist excess heel, even in powerful gusts.<\/p>\n

On the other hand, the sail plan of our test boat \u2013 a big mainsail paired with a small and very high aspect ratio self-tacking jib<\/a> that depowers towards the head as soon as the sheet is cracked \u2013 would have quickly revealed the flaws of many older single rudder<\/a> designs.<\/p>\n

When I first sailed a twin rudder yacht back in the 1990s the level of control it offered, and the feel in the helm, was simply astounding.<\/p>\n

I\u2019ve since sailed more than 20,000 miles on dozens of different twin-rudder designs, from 20ft to more than 100ft, including transatlantic<\/a> and beyond 60\u00b0 north latitude, and have never been disappointed. However, much has changed in naval architecture over the past 30 years and today good single-rudder designs have far more grip than their forebears.<\/p>\n

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Felci\u2019s modern, full design provides plenty of power and volume, while the single rudder proved capable and responsive in breeze. Photos: Jean-Marie Liot<\/p><\/div>\n

Key factors behind this dramatic improvement in handling include moving the rudder further forward under the boat, where it\u2019s clear of turbulence near the transom. It also helps that today\u2019s designs tend to have proportionately more draught and a low centre of gravity bulb keel that improves stability. This also allows a deeper and more efficient rudder blade to be specified, without undue risk of the rudder grounding before the keel.<\/p>\n

Today\u2019s hull shapes also have massively high form stability once the chines start to dig in. Maximum heel angles are lower and even big gusts have less effect, which translates directly to reduced steering loads.<\/p>\n

In addition, the Dufour 48\u2019s full bow sections provide some balance for the broad transom and, when heeled, the boat tends to track in more of a straight line than older designs that paired a wide stern with a narrow bows. When well-heeled, these boats tend to dig the bows in, while the transom, along with the rudder, lifts out of the water. So the Dufour 48 is fundamentally different to wide stern, single-rudder designs of the 1980s and 1990s.<\/p>\n

By the time we turned upwind the breeze was down to 16-19 knots, yet we consistently made 7.5 knots boat speed at a touch over 50\u00b0 to the true wind. This was with the standard Dacron sails and the mainsail trimmed with a lot of twist to depower. With the higher specification laminate sails that come with the Performance pack, and the first reef in the main, we would have undoubtedly pointed a few degrees higher.<\/p>\n

As we bore away onto a broad reach to return to La Rochelle, the breeze had dropped to 15 knots, yet we maintained 7 knots boat speed at 130\u00b0 TWA. Bearing away further caused this figure to drop quickly and we had neither a Code 0 nor a spinnaker<\/a> on board to check performance at deeper wind angles.<\/p>\n

In any case, the breeze built again to 20-22 knots and we accelerated to 7.5\u20138.5 knots, even when sailing rather deeper at a 145\u00b0 true wind angle. And when we luffed up to 125-130\u00b0 TWA our speed jumped to 9 knots.<\/p>\n

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Beamy aft sections equate to significant space, particularly with the wide swim platform down. Photo: Jean-Marie Liot<\/p><\/div>\n

Choices on deck<\/h2>\n

Our test boat was the low-spec easy version, with all lines, including sheets, handled at the companionway.<\/p>\n

So it\u2019s impossible to trimming sails<\/a> from the helm, though in reality when short-handed sailing<\/a> the pilot is likely to be steering almost all the time and it can be convenient to be able to carry out all key sail handling activities from the shelter of the sprayhood.<\/p>\n

The top of the sprayhood would benefit from a window so that the mainsail can be seen easily when hoisting, reefing and trimming.<\/p>\n

The ocean version has sail controls on the coamings just forward of the helm stations, where a pair of additional winches<\/a> are located each side.<\/p>\n

Artocle continues below…<\/p>\n\n\n

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