odyssey 9.7 sailboat review

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2021 Bavaria Easy 9.7

Easy 9.7 Standard

Sailboat specifications.

• Last update: 29th March 2020

Easy 9.7's main features

Easy 9.7's main dimensions, easy 9.7's rig and sails, easy 9.7's performances, easy 9.7's auxiliary engine, easy 9.7's accommodations and layout, easy 9.7's saloon.

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• Nicholson 35 Sailboat Specs

The Nicholson 35 Specs & Key Performance Indicators

The Nicholson 35 sailboat, designed by British naval architect Ray Wall, was built by Camper & Nicholson at their shipyard in Gosport, England.

Published Specification for the Nicholson 35

Keel & Rudder Configuration: Fin keel with skeg-hung rudder Hull Material: Fiberglass Length Overall: 10.74m (35'3") Waterline Length: 8.2m (26'9") Beam: 3.2m (10'5") Draft: 1.68m (5'6") Rig Type: Masthead Sloop Displacement: 7,099 kg (15,650 lbs) Ballast: 3,329 kg (7,339 lbs) Water Tank Capacity: 275 litres (60 gallons) Fuel Tank Capacity: 160 litres (35 gallons) Hull Speed: 6.93 knots Designer: Ray Wall/Camper & Nicholson Builder: Camper & Nicholson Year First Built: 1971 Year Last Built: 1985 Number Built: 200

Options & Alternatives

Several later versions of the Nicholson 35 sailboat were produced, identified as Mk I to Mk VII. Here are the essential differences between the original and each of the later versions:

• Mk I to Mk III: These early versions featured a hydraulic drive system with the propeller mounted at the aft end of the keel;
• Mk IV to Mk VII: Later versions transitioned to a more conventional sternshaft and P-bracket for the propeller;
• Rigging: The last boats built had a taller rig, likely introduced for the American market;
• Interior Layout: There were minor changes in the internal layout, such as the addition of a quarter berth aft of the chart table in later models.

Sail Areas & Rig Dimensions

I: 12.2m (40'0") J: 4.1m (13'6") P: 10.4m (34'0") E: 3.7m (12'0")

Foresail area: 303 ft² / 28.2 m² Mainsail area: 234 ft² / 21.7 m² Total sail area: 537 ft² / 49.9 m²

Published Design Ratios The Key Performance Indicators (KPIs)

The following analysis of the design ratios gives an indication of the boat's likely sailing characteristics, but see the 'Notes of Caution'   below :

Sail Area to Displacement Ratio (SA/D): 17.92 This indicates reasonably good performance. The boat is sufficiently powered to handle varying wind conditions effectively, making it capable of decent performance under sail.

Ballast to Displacement Ratio (B/D): 46.90% A B/D ratio of 46.90% means the Nicholson 35 is quite stiff and stable. This high ratio suggests the boat has ample ballast, allowing it to resist heeling under strong winds and providing better stability.

Displacement to Length Ratio (D/L): 365 With a D/L ratio of 365, the Nicholson 35 is classified as an Ultraheavy Displacement boat. This suggests that it requires more sail area to reach its hull speed but will be solid and steady, handling well in heavy weather but potentially slower in light winds.

Comfort Ratio: 36.39 A Comfort Ratio of 36.39 indicates a reasonably sedate motion, which is typically associated with moderate bluewater cruising boats. This suggests that the Nicholson 35 will have a relatively comfortable ride, with less pronounced pitch and roll motions that could upset crew and passengers in rougher seas.

Capsize Screening Formula (CSF): 1.67 A CSF of 1.67 is well below the threshold of 2.0, indicating that the Nicholson 35 is well suited for ocean passages. This low CSF value means the boat is less likely to capsize and is considered safe and capable for blue water sailing.

Overall, the Nicholson 35 appears to be a robust, stable, and reasonably comfortable vessel with good sailing performance. It is well-suited for bluewater cruising, providing confidence and safety for ocean passages while maintaining moderate performance characteristics.

Here's how to calculate the KPIs yourself -  without having to wrestle with the mathematics...

Design Ratios: Notes of Caution...

• The Sail Area/Displacement Ratio (SA/D): This ratio provides an estimate of the sail power relative to the boat's weight, which can indicate potential speed in various wind conditions.  But i t doesn't account for the efficiency of the sail plan, the rigging, or the skill of the crew. Real-world performance can vary significantly based on these factors.
• The Ballast/Displacement Ratio (B/D): This ratio gives an idea of the boat's stability and stiffness, which is crucial for handling and safety.  But  it doesn't consider the distribution of the ballast or the hull shape, both of which can greatly affect stability. A high B/D ratio alone doesn't guarantee a stable boat if the ballast is poorly distributed.
• The Displacement/Length Ratio (D/L): This ratio helps predict the boat's speed potential and its behaviour in different sea conditions.  But  it doesn't account for the hull design or the boat's overall weight distribution. Two boats with the same D/L ratio can perform very differently if their hull shapes are different.
• The Comfort Ratio (CR): This ratio estimates the boat's motion comfort in a seaway, which is important for long passages.  But  it doesn't consider the boat's interior layout, which can also affect comfort. Additionally, personal tolerance to motion varies, so a boat that is comfortable for one person might not be for another.
• The Capsize Screening Formula (CSF): This formula assesses the likelihood of a boat capsizing in heavy seas, which is critical for offshore safety.  But  it doesn't take into account the boat's handling characteristics or the skill of the crew. A boat with a low CSF can still capsize if poorly handled in severe conditions.

General Limitations

• Static Nature: These ratios are static measurements and don't account for dynamic factors like wave action, wind gusts, or crew actions.
• Simplification: They simplify complex interactions into single numbers, which can be misleading. Real-world performance is influenced by a multitude of factors that these ratios can't fully capture.
• Context: The context in which the boat is used (e.g., coastal cruising vs. offshore racing) can greatly affect how these ratios should be interpreted.

In summary, while these ratios provide valuable insights into the theoretical performance characteristics of a sailboat, they should be used as part of a broader assessment that includes practical experience, sea trials, and expert advice.

Other sailboats in the Nicholson range include:

The above text was drafted by sailboat-cruising.com using GPT-4 (OpenAI’s large-scale language-generation model) as a research assistant to develop source material; we believe it to be accurate to the best of our knowledge.

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Bavaria Easy 9.7

Bavaria Easy 9.7 is a 32 ′ 9 ″ / 10 m monohull sailboat designed by Bruce Farr and built by Bavaria Yachts starting in 2015.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

Hull Length: 9.75 m Shallow draft: 1.50m/4.92’ Engine, Volvo Penta with Saildrive D1-20 Cabins – Heads, standard 2 –1 Berths, standard 4 Head room: (approx.) 1.84m/6.04’

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Jeanneau Sun Odyssey 37 review: from the archive

• Matthew Sheahan
• May 26, 2021

Matthew Sheahan investigates a new mid-range cruiser, the Jeanneau Sun Odyssey 37, to find out what you get for your mone

Easy to handle, practical - and pretty - the Jeanneau will fill the bill for most people's family cruising. Credit: Yachting World

Product Overview

Manufacturer:.

Jeanneau are on a roll at the moment. Over the past few years they’ve avoided the bright lights and excitement of fancy racing machines and radical cruising designs in favour of more modest, subtle cruisers and their latest, the Jeanneau Sun Odyssey 37 is once again in this mould.

The Jeanneau Sun Odyssey 40 is a good example of this concept too. This is a boat that not only sails well and is comfortable above and below decks but actually looks good, too.

It’s easy to dismiss this last point but as far as I’m concerned there are far too many ugly ducklings out there and the 40’s new sister is not one of them.

A cracker from the start, the Jeanneau Sun Odyssey 37 has inherited the same sleek lines in profile as her bigger sister and that puts her 15-love up immediately.

Looks count for lots in my book, especially when you’re spending as much money as you might on a house.

Of course safe practical boats are very important but the fact is that it is difficult to walk away from a family cruiser this attractive. Difficult but not impossible. She does have her weaknesses.

Designed by Jacques Faroux, the Jeanneau Sun Odyssey 37 has been created to cater for a wide range of uses, from short-handed family sailing to fully loaded charter work.

As a ‘one size fits all’ type of boat, her brief is bound to lead to corn promises. Take the cockpit, for instance. Open, spacious, comfortable and convivial to seat six for an alfresco lunch at anchor. But under sail those with legs any shorter than Naomi Campbell’s will be struggling to stop themselves from sliding to leeward as the scats are set too far apart, with only a small teak strip on the cockpit floor to act as a foot brace.

Then there’s the old chestnut of handling the mainsheet from behind the wheel, (or rather not being able to), as well as a mainsheet traveller so far forward and so short that you wonder why it’s there at all.

There are a few cheap-looking shackles and light-looking fittings, too, making you wish a few more Euros had been spent just to lift the final quality of the boat’s basic spec.

But at the end of the day criticisms like these are just niggles because the rest of the boat is well thought out. Simple, comfortable and, in the main, practical for the usage she’s likely to get.

Accommodation and construction

Below decks the Jeanneau Sun Odyssey 37 once again apes the style or the 40, with a large galley to starboard and a small face-to-face type navigation table to port.

The layout as a whole is typical of Jeanneau ‘s current approach which is to put greater emphasis on space and comfort than on the practical aspects of long periods at sea.

The ample seating to starboard and large bench-type settee to port, with little in between to clutter the space, is just one example of the simplicity of a layout that allows her accommodation to breathe.

The spacious and simple double cabin forward and the layout of the head continued the trend and only the slightly cramped after cabin contradicts the impression of spacious living.

In the case of the head aboard the two-cabin layout, the arrangement benefits from having a single, larger than normal, combined head and shower arrangement where the shower area and wet hanging space is divided off from the head itself with a smart perspex tinted door.

The layout and proportions of the head reflect a style more commonly seen in a Holiday Inn than aboard a 30-something production cruiser, but the change is a welcome one.

Interestingly, the style throughout the rest of the interior is considerably less adventurous and rather reflects a careful balance between efficiency and cosiness.

Deep behind the Velcro-hung cushions and roughly varnished locker lids, the basic structure looks well put together and chunky, leaving little to worry about on the structural side.

The construction falls in line with Jeanneau’s normal build system with a solid laminate hull and conventionally laminated longitudinals and transverse members giving her both the appearance and credentials of a robust cruiser.

Closer to the surface, although still normally out of sight, the Jeanneau Sun Odyssey 37 was less well finished, with rough edges to some or the joinery and a varnish finish that felt a touch on the thin side.

Overall she’s still perfectly acceptable but will need to be looked after if she’s to maintain her looks for years to come.

Jeanneau Sun Odyssey 37 Under way

Slipping out of even the tightest of berths should present few problems aboard the Jeanneau Sun Odyssey 37.

Her 40hp saildrive engine (27hp is standard) may not provide the kind or propwalk that can be used to crank you out of a tight corner but she’s still easily manageable, especially with her fixed prop.

Once under way she turns tightly, stops quickly and goes astern as easily as she goes ahead.

Under sail she’s just as well behaved. albeit subject to my usual round of reservations about not being able to handle the mainsheet from behind the wheel.

The masthead rig means that there is a large overlapping headsail to handle, which also means that someone in the crew is bound to get some upper body exercise as soon as the boat goes up­wind.

Once wound up onto the breeze during our test, the Jeanneau Sun Odyssey 37 bowled along at around 5.8 knots in 12-14 true and a flat sea.

She felt pleasantly slippery, accelerating to slight increases in breeze but without ever feeling like she was about to misbehave.

Her wheel was large enough to provide good visibility forward and her gear ratio felt spot on. giving good feel through the helm.

Where l believe she could be improved is in the ability to change gear as the breeze comes up.

An adjustable back stay tensioner and a set of genoa car pullers are just two extras l’d want fitted to give me a bit more flexibility as the breeze fluctuates. It may sound too racy for cruising, but who actually likes putting reefs in? Changing gear with just these two controls is often enough.

First published in the June 2000 issue of Yachting World.

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Sailboat Review: Jeanneau Sun Odyssey 380

• By Mark Pillsbury
• April 12, 2022

First impressions count, and mine were definitely ­favorable as I approached the Jeanneau Sun Odyssey 380 with CW ’s Boat of the Year ­judges during October’s United States Sailboat Show in Annapolis, Maryland. Something about the way the reverse bow’s knuckle hovered just above the water caught my eye. Toss in pronounced hull chines carried aft from amidships, a low-slung coachroof and a high-aspect rig, and this boat hinted at the potential for some serious giddyap-and-go.

And it did, as we found out a few days later, when we went for a sail on a delightfully sunny morning on Chesapeake Bay.

The breeze was decent, about 15 knots. Sailing hard on the wind, we saw 7 knots and change on the GPS; we pushed it past 8 knots when we cracked off to a close reach. The 380 comes with a sprit that does double duty as an anchor roller and tack for off-wind sails, but a code zero wasn’t available (or we might have bumped the speedo by another knot or so while reaching deeper).

Judge Tim Murphy summed up our time aboard fairly well later in the day: “It really was a lovely boat to sail. Boy, we got out there this morning; the breeze was light, and you really, really felt the pleasure of going sailing. That’s quite successful.”

After my trick at the wheel, I wrote in my notes, “super-­responsive.” Naval architect Mark ­Lombard knows how to draw slippery hulls, and with twin rudders, the 380 immediately zigged and zagged with just a turn of the wheel. I ­believe they call it fingertip steering. 

The helms are far aft in the cockpit, adjacent to the manual ­fold-down transom/swim platform, and there is a clean path between them. This ­design allows the helmsman to move easily from side to side. I had no problem tacking the boat single-handed, releasing the loaded-up ­genoa sheet and the crossing to trim to the new heading. A single Harken sheet winch was just forward of either wheel. Another pair of Harken winches was on the cabin top, to either side of the companionway, for halyards, reef lines and a vang control.

The 380 uses a double-ended main sheet attached to a bridle with anchors on either side of the cabin top. Sheet ends are led to stoppers at either wheel so that they can be locked off and the coaming winches can be used for genoa trimming. Rather than using fairlead cars and tracks, the genoa jib sheets are led through friction rings on either side of the mast. The rings are each controlled by inhaul and outhaul lines, which means you can position the clew where you want it and really fine-tune sail shape. It takes a little getting used to, but it’s a ­pretty ­nifty feature. The boat we sailed was set up with a 110 ­percent genoa on a roller ­furler; a track for a self-tacking jib is an option.

Forward of the helms, the 380 has a roomy, well-laid-out cockpit. A centerline table has fiberglass leaves that drop to allow a clear path forward to either side, and its stainless-­steel tube frame provides a solid handhold. The boat we visited had cushions on the coamings and seats, and the benches were long enough for the off-watch crew to stretch out and grab some rest.

A few years ago, Jeanneau introduced walkaround decks to the Sun Odyssey line, and the builder has now brought this concept to the 380, likely the smallest boat that will see it. The side decks ramp down to the level of the cockpit sole, so you just have to walk out from either wheel and then forward up a relatively gentle incline. Besides ease of use for older crew, the arrangement means the lifeline and stern pulpit are about waist-high at the after end of the boat (good for safety as well). Forward of about amidships, the lifelines are at their typical 24-inch height. Thick, molded toe rails help keep feet from sliding overboard when the boat’s heeling.

Two last notes about the topsides: The 380 has no backstay, meaning an owner can hoist a square top main for added performance (our boat had a traditional main, stowed in a boom pouch when not in use). The trade-off is relatively low lower shrouds that need to be ducked when heading for the foredeck, though the low coachroof makes stepping up and past them tolerable.

Down below, the 380 has a fairly traditional layout by Jean-Marc Piaton, who’s had a hand in styling the entire Sun Odyssey range. A centerline drop-leaf table is forward in the saloon, surrounded by U-shaped seating to port; opposite is a long settee, with a kind of cool inboard armrest at its forward end. It lets you face aft and relax, or turn to converse with mates across the table. At the opposite end are a nav station and the boat’s electrical panel.

The galley is abaft the ­dinette. It has a gimbaled ­propane two-burner stove and oven, as well as generous refrigeration space. The counters have deep fiddles, and there’s enough stowage to provision for extended time at sea.

There are multiple ­options for sleeping ­accommodations. The boat we saw had a three-stateroom, two-head ­layout, with a shared head and shower compartment to starboard, at the foot of the companionway. With the two-stateroom, one-head arrangement, you gain a second hanging locker in the owner’s stateroom forward, and the stateroom aft and to starboard is reconfigured for a separate shower, as well as room for a workshop or stowage. If it were my boat, that’s what I’d choose.

Jeanneau injects the ­balsa-cored deck of the 380, which means there is a finished top and bottom ­surface when it comes out of the mold. The hull is hand-laid and solid fiberglass. There are two cast-iron fixed keels available: shoal draft (5 feet, 3 inches) and standard (6 feet, 6 inches). There’s also a lifting keel option. At 54 feet, 6 inches, the rig is Intracoastal Waterway-friendly. Our boat had a 29 hp Yanmar and shaft drive (a 40 hp Yanmar is optional). A base-model SO 380 starts at $237,000. The boat we sailed, with canvas, air conditioning, electronics and a stereo system among the options, will run you about $350,000, delivered and commissioned to the East Coast of the United States. 

Though I began with a nod to first impressions, my ­lasting impression of the Jeanneau Sun Odyssey 380 is favorable too. Or, as Boat of the Year judge Ed Sherman put it, “Yeah, cool boat.”

Mark Pillsbury is a CW editor-at-large.

Jeanneau Sun Odyssey 380 Specifications

For a complete guide to ­ Cruising World ’s extensive ­online ­catalog of boat reviews, or to ­request ­reprints from our older print ­archives of reviews, go to ­ cruisingworld.com/sailboats .

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Jeanneau Sun Odyssey 43

A company as powerful as jeanneau can build a big production boat of a quality comparable in significant ways to custom boats costing much more. the sun odyssey 43 fits this description..

Jeanneau’s product line falls into two categories: Sun Odyssey models characterized as “performance cruisers,” having a turn of speed, and the Fast series boats, which are designed for performance sailors.

Since performance cruisers are often compromises created by manufacturers attempting to respond to the need for comfortable accommodations, we were favorably impressed with this boat’s performance under sail. Note the displacement/length ratio of 175—well into the realm of the zippy.

Two basic configurations are offered belowdecks—one that will offer civilized comfort to a small crew, the other that will provide bunks for 11. Presumably the latter configuration would be aimed at the charter trade, but the idea of stuffing that many people inside causes a shudder.

Leaving aside the vision of a platform quite that rife with personnel, we find a boat that’s well-designed and well-built.

Company History Following two decades of topsy- turvy changes in its ownership and financial condition, Jeanneau has enjoyed several years of stable management and profitability since being brought under the Groupe Beneteau umbrella in 1995.

When founded in 1956 by Frenchman Henri Jeanneau, the company’s primary focus was the construction of small, outboard-powered boats. However, by the early 1970s, its emphasis shifted to the production of sailboats. Since it enjoyed a modicum of success during years when conglomerates were gobbling up small manufacturers like whales after krill, the company became an acquisition target for then-prosperous Bangor Punta. When Bangor-Punta suffered a financial shortfall, Jeanneau was sold to Chatellier Industries, which continued the saga by selling to Beneteau in 1995.

Jeanneau is now one of the most prosperous manufacturers in the industry. The company produces more than 4,000 boats annually at its plant in Les Herbiers, France, of which 1,200 are sailboats ranging in size from 17 to 52 feet. Gross sales are reportedly in excess of $125,000,000.

Jeanneau’s North American distribution system includes 19 dealers in the US and Canada.

Design Paul Fenn, managing director of Jeanneau America, a wholly owned subsidiary, says the target market for Jeanneau’s boats are “Europeans who tend to appreciate good sailing performance over massive interior accommodations like many of the American manufacturers are producing. Our target market in the US is the guy looking for a good sailing boat with nice accommodations and a production price. This boat was designed for sailing performance, so we gave up some interior volume.”

Designs for Jeanneau’s products flow from the boards of Daniel Andrieu and his design team. Designs are a by-product of top management’s decisions on a range of concepts that Andrieu executes using computerized drafting systems common to the powerboat industry. The CAD-CAM allows designers to develop hull shapes, sailplans, and ergonomics in living spaces before a prototype is developed.

Despite her European pedigree, the SO43 hull does not share the rounded profile and cabintop of many of her curvy contemporaries. Rather, the nearly plumb bow has a fine entry. Her sheerline is nearly flat, and ports are tall enough to allow light to flow belowdecks without elevating a rather low, traditional profile on the cabintop. She carries her beam well aft and has a wide stern that is less rounded than many American production boats.

Under sail, the high-aspect mainsail and double-spreader rig compliment her profile. From a purely aesthetic standpoint, she’s a looker.

Construction Though Jeanneau and Beneteau share a fierce rivalry for market share, the joint ownership of the two firms produces many construction benefits. Their combined purchasing power and assembly methods produce economies of scale that result in cost savings to purchasers.

To its credit, Jeanneau became the first French boat builder to receive ISO 9000 Certification, a European standard that documents each step in the production process and theoretically assures purchasers of a consistent level of quality in construction.

The two firms also share the same heritage in a carpenter’s shop that boasts two unique characteristics. First, to produce matching grain on interior surfaces, the raw materials are carved from the same log. Second, the company claims that a “computer –controlled carpenter” cuts and mills wood to within 0.1 millimeter of design specs. Based on our inspection of one boat, the claim may be justified.

The lamination schedule is interesting. Hulls are hand-laid solid fiberglass, which the company says is “Kevlar energized.” Following the application of gelcoat, layers of 300-gram and 450-gram mat are bonded with vinylester resins to prevent water penetrating the outer skin. Subsequent layers of mat and roving are bonded with polyester resin, after which the structure is encapsulated in a 450-gram layer of Aramat 76K6, a mixture of glass fiber and Kevlar. Kevlar has the advantage of being tough and light, and in this application has no hard corners to turn. The bottom of the hull is two inches thick.

Reinforcement for the hull is provided by a series of longitudinal stringers constructed of solid hardwood encapsulated in fiberglass, and grids. Bulkheads and cabinetry are attached to the hull in molded channels with Sikaflex adhesive. The only pans in the boat are in the heads, which are not relied upon to provide structural support, and in the engine area. Reinforcement for the rudder post is a triangular shaped collar that provides additional support.

Except in high-load areas, horizontal sections of the decks are cored with discontinuous balsa blocks encapsulated in hand-laid layers of fiber cloth. Beds for cleats, stoppers, the mast, winches, tracks, and chainplates are constructed of solid wood. All of the deck hardware is bolted through wood and backed with washers.

The hull-deck joint is typical of most production manufacturers. The outer edge of the deck is laid atop an inward-oriented flange molded on the top edge of the hull. The two sections are bonded by Sikaflex and further secured by self- tapping screws on 10-cm centers. The toerail is then installed over the seam, and secured through the deck and hull flange with screws.

Though the seam should not leak, we’re still of the opinion that hull-deck joints should be through-bolted rather than screwed, although there’s an argument to be made that today’s sealants, properly applied, are rugged and sticky enough to do both the sealing and the structural bonding alone.

On balance, the construction methods used on this boat are at the higher-quality end of mass production. It may be that long years of experience, efficient techniques, and the company’s financial resources allow it to produce this relatively high quality at a moderate price.

Deck Layout Like many contemporary production boats, the SO43’s deck arrangement is designed to accommodate the strength and athletic ability of a shorthanded crew of middle-aged sailors: Internal halyards are led aft to rope clutches on the cabintop at the companionway. A spacious cockpit is outfitted with a built-in table, and a swim platform is equipped with a built-in ladder.

Performance-enhancing hardware, like a hydraulic backstay or racing headstay, are options that would produce more speed, but it seems more likely that owners of these boats will add furling mainsails and electric winches.

The standard rig is a Red Label mast constructed by Diffusion of France and equipped with two sets of slightly swept spreaders. Our test boat was equipped with an Elvström mainsail with an optional furler, and ProFurl furler on the headstay. The latter is standard equipment.

Mainsail controls are on a traveler located forward of a molded lip designed to facilitate the installation of a dodger. The traveler seems far too short to be of much help in depowering the main in a big breeze, although it would be fine for centering the boom in light air. It appears that after installation of the dodger, space will be adequate for winch handles to rotate 360 degrees.

The headsail tracks run from aft of the chainplates to the cockpit, a plus since that allows good sheeting angles, even when sailing under a reefed main and shortened jib.

Though rarely seen on American boats, the bow pulpit is split into two sections, which facilitates retrieval of the anchor, a design we’ve found easy to use on other boats. Bow cleats are 13″ long and have enough clearance for the heavy lines needed to keep the boat anchored in a blow.

Following a trend that seems to be growing in popularity, the boat is equipped with two wheels. Our initial impression was that this type of arrangement outside the racing environment was eye candy, but we’re coming around. In this case, the boat can be steered from a seat behind the 36-inch destroyer wheels, or from the rail. The cable steering system produces a surprisingly responsive helm. It’s also easier to move about than with a 60-incher located amidships. We found a very comfortable spot outboard in the corner of the stern pulpit that provided excellent views to the telltales and a comfortable backrest.

We still have a concern that the added mechanical complexity of a two-wheel system would prove extra challenging in the event of a steering system failure. Owners should make themselves intimately familiar with the system belowdecks, and think through their emergency steering response.

Binnacles are mounted on pre-molded bases in a fiberglass deck pod that produces a tidy arrangement. Instruments are installed at both wheels; engine controls are to starboard at the helmsman’s fingertips.

The cockpit is spacious, measuring eight feet on the centerline. Seats are 66″ long and 17″ wide. The 11″high backrests could be a tad higher for comfort, but they’re a good height for crew assigned to grind a winch.

A built-in table located on the center line has two folding leaves. It measures 48″ long by 14″ wide, large enough seating for four adults. When open, leaves add 26″ of width. They’re supported by pipes tucked under the centerpiece that slide outward, a clever way to produce a stable platform.

Primary winches are Harken two- speed 53 self-tailers; those on the coachtop are Harken 44s. Our test boat wasn’t equipped with spinnaker gear, but the coaming had molded, recessed pads for secondary winches.

Depending on the interior layout, the boat will have either a big sail locker to starboard or a stowage tray over the aft cabin, large enough for six full-sized fenders and dock lines. Space in a lazarette in the port quarter is large enough for sails, or an inflatable, though the space will be compromised if a heater is installed.

The designer’s choice of 24″ high stanchions and lifelines is strangely minimalist, in our view, especially on a boat this size. A stanchion height of 28-30″ is far preferable.

There are seven Goiot hatches located on deck, and four ports in the cabinsides. The largest hatch, located over the forepeak, measures 20×20″; others are 12″ and 18″ square.

Belowdecks Access belowdecks is via five steps that lead to the saloon, with galley and large settee to starboard, and head, nav station and a second settee to port. The entire area is filled with Burmese teak.

Depending upon the configuration of spaces belowdecks, the boat will sleep no less than 11 crewmembers. We can’t imagine 11 adults sleeping below on a rainy night with the hatches secured. A crew that size also will exert maximum pressure on storage lockers.

Our test boat featured staterooms aft, port and starboard, outfitted with double berths measuring 82″ long on center and 64″ wide. The partition between the two compartments is composed of easily removable sections of wood that would convert the space into a padded area roughly the size of Delaware. There is good storage throughout the two compartments.

The galley is an L-shaped affair with an Eno stainless steel stove/oven combination mounted aft at the bulkhead. Since counter space on any boat is at a premium, a 20×15″ tray, custom cut to fit the top of the stove, adds a portable working surface.

There’s adequate storage in four wood-lined cabinets located outboard, one of which is a glass holder. Like all of the joinery belowdecks, the cabinets reflected attention to detail in both fit and finish.

The refrigerator is located under a 24×48″ counter that adds to the chef’s working surface. Access is from the top of the counter, and through a door—a plus, since it seems the stores we’re looking for are invariably on the bottom shelf.

The C-shaped settee provides seating for six to eight guests, including two on a bench amidships. The bench doubles as a storage compartment and, when underway or at night, slides to a locked position beneath the table. A second settee that measures 46x 23″ converts to an 88″ long berth when a wood panel is inserted between the end of the settee and the navigator’s seat.

The seat at the nav station faces forward. The chart table is 27×22″—a functional if not generously sized surface. Instruments and a circuit breaker panel are to port, and there’s adequate space for installation of VHF radio and GPS/chartplotter. Several screws need to be removed to access the space behind the circuit board. A simple hinged panel would be better.

The heads are strikingly dissimilar. The aft head is accessed from the stateroom aft and the saloon, and is equipped with toilet, a vanity measuring 15×20″, and a sink. A 14×18″ mirror covers the medicine cabinet. The shower compartment, which is enclosed by a curtain, provides a seated bather with decent elbow-room.

The forward head is long and narrow, with the space between the edge of the sink and the door measuring only 16″. Odds are, brushing your teeth while leaning over the sink will require a contortionist act, or the function will need to be performed with the door open. The other key head function can be performed comfortably wedged in place—an advantage in a seaway, although, in the words of one dealer, “the space in the toilet is too small for this six-foot-tall, 230-pounder.” Showering in this compartment will be a real challenge.

The forward stateroom is enclosed by a door and latch fitted so closely to the head that, absent a stopper, it will eventually damage the head door. A full-height hanging locker is located to starboard. The berth is 55″ wide at the shoulder. We thought this a bit narrow, but tried it with two adults lying side by side, and changed our opinion. (This opinion, of course, may vary, depending on which adults are used…) The berth measures 80″ on the centerline; however, because of the hull’s fine entry, four (human) feet will be forced into entanglement in such a narrow space.

Performance With the assistance of Ian Fraser of Fraser Yachts in Vancouver, BC, and the indulgence of the new boat’s owners, we sailed on her maiden voyage.We tested on a gray day in winds that fluctuated between zero and 10 knots as a low-pressure system moved through the area.

We tested her three ways: under full sail, under full power, and under bare poles without power when we ran out of fuel. She receives high marks in all areas.

Powered by a 76-hp Yanmar diesel with a three-bladed propeller, she motored at 8.6 knots over the ground at 2,500 rpm. With the throttle wide open, speed increased to 9.6 knots at 3,700 rpm.

Then, sailing in 5- to 7-knot winds under full main and 135-percent genoa, she registered 5.5 to 6 knots of boatspeed sailing hard on the breeze into a 2 -3′ swell. Considering that the rig needed tuning and she was equipped with furlers on both sails, we consider that good performance. We noted that an increase of only two knots in windspeed increased boatspeed over the ground to more than six knots while sailing into an ebbing current.

When 10- to 15-knot puffs blew through she accelerated quickly without loading up the helm, and speed reached eight-plus knots when we footed off to a close reach.

Ultimately, when the engine died while returning to the marina, we discovered that she’ll ghost along even in light zephyrs. Entering the marina without engine or sail power, she maneuvered so smartly to a dock that we managed a soft landing without putting a blemish in the gelcoat.

That taste of her performance left us hungry for a longer sea trial.

Conclusion The Sun Odyssey 43 warrants close inspection by sailors interested in a turn of speed coupled with nicely finished creature comforts. The twowheel configuration we once considered an indulgence may be a good idea on bigger boats.

She’s equipped with brand name hardware that makes for easy sailing. The cockpit is large enough for entertaining. Spaces belowdecks are well appointed, nicely furnished, and well conceived. The galley is large and well-organized.

We like the versatility of the aft stateroom combination. The navigator can work in comfortable surroundings. In general, the two-cabin layout will have good stowage throughout, and the four-cabin version will suffer for lack of it.

She performs well, like many of her sisters. She’s priced competitively with her closest rivals in the production world: $195,000 FOB Baltimore, including import costs, customs and duty. Jeanneau provides a five-year warranty on the hull and deck, and one year on other components.

Contact- Jeanneau America, 105 Eastern Avenue, Suite 202, Annapolis, MD, 21403; 410/280-9400; www.jeanneau.com .

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