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Discovery 58 – tested

Sam jefferson tested discovery’s latest model on a delivery trip to guernsey.

The company has gradually expanded its range to include the 55, 48, 57 – now the 58 – a 67 and also a catamaran. In all cases, it has tried to leave no stone unturned in making the vessel as safe, comfortable and practical as possible.

She retains her slippery Ron Holland-designed hull but the deckhouse styling of the 57 has been replaced with something a little more harmonious.

The big innovation – and unique selling point of the 58 – is that she must be the only centre cockpit yacht where you have the option of twin or single wheels.

She’s undoubtedly designed for extended bluewater cruising – her massive keel with a high ballast ratio means high levels of stability and the engine is so quiet you barely register it at all. There is also a marvellous walk-in engine room.

You can enjoy an almost 360° view from the chart table within the deck saloon, which doubles as a sort of inside helming position thanks to the autopilot.

The yacht’s weight is substantial at 27,000kg and she really needs a good Force 4 to get her going properly. With the weight of the water and fuel tanks located low down and centrally, the motion when below is easy, with a minimum of slamming.

LOA: 58ft 9in (17.9m)

LWL: 51ft 10in (15.8m)

Beam: 16ft 9in (5.1m)

Draught: 7ft 9in (2.4m)

Displacement: 27,250kg (60,075lb)

Engine: 150hp Yanmar

Sail area: 166.9m 2 (1,796sqft)

Displacement/LWL: 193

Sail area/displacement: 18.7

Price (base): £1,260,000

As tested: £1,299,000

ST’s verdict:

Discovery Yachts puts a lot of care and thought into designing and building its boats, and it really shows. From the easily accessed inspection hatches for water and fuel tanks through to the voluminous fridges, no stone has been left unturned in its quest to build the ultimate bluewater yacht.

She is really designed to be sailed short-handed, and the push button handling makes her ideal for a couple or a young family. I found her a joy to sail, while the layout below (linear galley, lee-cloths) lends itself very well to comfortable passagemaking.

All this comes at a price, of course, and there is no doubt that this is a luxury cruiser. There are cheaper yachts in the 50-60ft size range, but they can’t match the Discovery 58 for finish or detail.

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Discovery 58

The discovery 58 is a 58.73ft fractional sloop designed by ron holland and built in fiberglass by discovery yachts since 2015..

The Discovery 58 is a light sailboat which is slightly under powered. It is stable / stiff and has an excellent righting capability if capsized. It is best suited as a bluewater cruising boat. The fuel capacity is excellent. There is an excellent water supply range.

Discovery 58 for sale elsewhere on the web:

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Yachting World

• Digital Edition

Video: We sail the new Discovery 58 offshore to explore the features of a bluewater cruising yacht

• Toby Hodges
• August 18, 2015

What makes a good bluewater yacht for a cruising couple? Discovery thinks it has the answer with its 58ft luxury cruiser, tricked out with everything a shorted-handed crew might want. We sailed the first new Discovery 58 to the Channel Islands to find out.

If you were to go long distance cruising, what would be the primary features you would look for in a yacht? I would wager that both looks and reward on the helm might play second fiddle to more practical concerns such as comfort and the ability to access and service systems.

Discovery Yachts knows this. It has employed a tried and tested formula, putting practicality before fashion, since the launch of its first yacht designed for short-handed cruising in the late 1990s. The company has built up a popular niche following, particularly from couples going bluewater sailing.

We wanted to find out why this recipe works so well, so we sailed this first new Discovery 58 from the Solent to Jersey in late April to explore in detail the features that go into making the ideal short-handed cruising yacht.

Three years ago, the Southampton-based company launched the Ron Holland-designed 57 – see the video of our test HERE

The styling particularly met with mixed reaction however. So Discovery took the feedback on board and implemented aesthetic and practical changes to that existing hull. The result is now re-launched as the Discovery 58.

Other than looks, the main differences are the versatile options that the Discovery 58 provides. Owners can now choose between either single or twin wheels – the only centre cockpit yacht I believe that has this option – and a fourth cabin instead of a technical room.

The appeal of this £1.26m Discovery yacht lies with its exhaustive specification, luxury build quality and design specifically tailored to suit a cruising couple.

See our full report in the September issue – out now

On deck at dusk mid channel on the Discovery 58

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• Sailboat Guide

Discovery 58

Discovery 58 is a 58 ′ 8 ″ / 17.9 m monohull sailboat designed by Ron Holland and built by Discovery 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)

Sail Areas Main 80m2/861ft2 Self-tacking jib 58m2/624ft2 Furling genoa (140%) 109m2/1,173ft2

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Discovery 58

• By Cruising World Staff
• Updated: August 25, 2016

The British-built Discovery 58 features the company’s signature raised saloon coupled with an internal navigation station that provides stunning views at anchor and a comfortable vantage point on passage. As with all Discovery yachts, owners can customize the boat to fit their cruising plans.

For more information, visit www.discoveryyachts.com

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Discovery 58

He's also a skilled designer with a very good eye. When I say "eye," I mean the ability to blend shapes and contours into a harmonious whole while preserving the performance goals of the design. It's nice to see a handsome yacht, but it's even better to see a handsome yacht that sails very well. This new Discovery model is a perfect example.

This is a very conventional hull with a D/L of 192, so it's far from heavy. I'd call it moderate by today's standards. Its beam-to-length ratio is 3.5 which is smack in the middle of moderate. Ron resisted the trend to give this boat the "mother of all transoms" and kept the transom proportions broad while not exaggerated. In plan view it's a moderate looking distribution of beam. The run aft is totally without any sort of skeg except there is a delicate fillet just above the rudder that pushes the root of the rudder blade down just below the DWL. I'm not sure why Ron did this, but it looks nice in profile.

You can chose from a deep-keel version drawing 7 feet 8 inches, or a shoal-keel version drawing 6 feet 5 inches. The keel is a medium-aspect-ratio fin with a near vertical leading edge and a bulb faired into the tip. There is 22,000 pounds of ballast for a ballast-to-displacement ratio of 37%. That should make for a boat with good stability characteristics. I don't often mention B/D because on its own it tells you almost nothing about a boat's stability.

The interior design for the Discovery 58 was done by Ken Freivokh. There is a standard layout with three staterooms and an optional four-stateroom layout. In short, if you go for the fourth stateroom you lose part of the walk-in engine room and the large owner's shower stall aft. I'll talk about the three stateroom layout. It's nice, really nice.

There are big double berths in the aft cabin and the forward cabin. There are stacked single berths in the other forward cabin. The galley runs down the passageway on the port side. There may be better places for the galley, but with this galley tucked in there the saloon is wide open. There is a large wraparound counter and raised dinette top big enough to seat "six to eight" the brochure says.

On the starboard side is the nav station with a large chart table and forward of that is a deep settee. You can see out the big windows from the chart table seat. This will be a super place to relax and it looks to me like you will have visibility out of the big saloon windows when seated in the raised dinette. The two forward staterooms share the head and shower, to starboard. The walk-in engine room is impressive. We all need a walk-in engine room.

This is a great looking boat. The styling is subdued Euro. Deck structures are skillfully contoured and well proportioned. The low wedge of the cabintrunk forward is so subtle it gives the look and feel of a flush deck forward of the house. There are twin wheels and independent helm seats big enough for two. You will comfortably see over the house from this helm position. In a blow you may feel a little exposed though. There is nowhere to hunker down when you are at the wheel. Maybe you don't hunker down when you are sailing in the Mediterranean. I suspect Ron has set the boat up for a couple to handle. I like the look of the hull windows and especially the two vertical windows aft. There are broad steps across a wide swim step carved into the transom.

The rig is not huge with a SA/D of 15. But, with all this comfort I am sure that Ron was not after a light-air screamer that would turn the wife into a heavy-air screamer. There are two headsails tacked on the bow. The outer headsail is a reaching type genoa and the inner headsail is a 95% self-tacking jib. With the self tacker up you can beat up the bay all day long without touching anything but your iPod.

If the wind dies, a 150-horsepower Volvo or Yanmar diesel will get you home quickly. There is tankage for 343 gallons of fuel and 264 gallons of water.

With teak decks and dark blue hull this looks like a real yacht. Nice job, Ron.

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An all-new design by Rob Doyle. A true DISCOVERY in concept, Doyle has leveraged everything he knows from three decades of superyacht design to create a 60 foot, sector redefining boat. The D60 takes hull speed, safety, sustainability and liveaboard experience to the next level, resulting in a truly globe-girdling adventure platform for families and friends.

DISCOVERY yachts was founded on the D55. An award-winning icon, it redefined luxury sailing by offering an ocean-going, two-handed bluewater cruiser for discovering the world in total comfort and safety. Our new D55 uses world-class on-board technologies to take the marque to the next level, adding more beam, more space and more pace for limitless short-handed ocean adventures.

The reDISCOVERY 55 is an ‘as-new’ yacht with an upcycled hull from an existing Ron Holland D55 (mark I or II) which has undergone DISCOVERY’s proprietary comprehensive refit service. All reD55s carry an extensive specification of improvements and technology upgrades including interiors, exteriors, propulsion, rig, electronics and more. The result is a globally-proven ‘as new’ yacht, with outstanding sustainability credentials.

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Discovery Discovery 58

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Your Local Broker, Internationally

Berthon UK (Lymington, Hampshire - UK) Sue Grant [email protected] 0044 (0)1590 679 222

Berthon France (Mandelieu La Napoule, France) Bruno Kairet [email protected] 0033 (0)4 93 63 66 80

Berthon Scandinavia (Henån, Sweden) Magnus Kullberg [email protected] 0046 304 694 000

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Berthon are the acknowledged experts for the sales of pre-owned Discovery boats, having been closely involved with the Discovery fleet for a number of years. Please browse the listings below for Discovery brokerage yachts that are available on the brokerage market worldwide.

Berthon works closely with John Eustace at JE Marine. John is the go-to expert for Discovery owners and offers a comprehensive after sales service to the pre-owned Discovery fleet. In addition, Berthon is experienced in refitting Discoverys at our Lymington shipyard where we have around 100’ skilled craftsmen on the shop floor. Our service operation in Palma de Mallorca also provides guardiennage and refit services for Discovery with a strong knowledge of the yachts and a team of 25 technicians operating from a 2,000 msq workshop facility.

Berthon offers Discovery owners the very best service through their international network of offices and comprehensive marketing service. The 55’, 57’, 58’, 67’ and Discovery 50 Catamaran are superb blue water cruising yachts built to the highest standards

For information about the yachts listed below contact – Sue Grant and Alan Mcilroy .

Read our Discovery blog posts here.

Discovery Yachts

Sapphire II of London

Class: Discovery 67 Year: 2011 Location: Brisbane, Australia Price: £980,000 (VAT Paid)

Class: Discovery 55 Year: 2012 Location: Lymington, UK Price: £590,000 (VAT Paid)

Class: Discovery 55 Year: 2008 Location: Fiji Price: £550,000 (Plus VAT)

Class: Discovery 55 Year: 2002 Location: Lymington, Hampshire - UK Price: £375,000 (VAT Paid)

Ticketeeboo

Class: Discovery 55 Year: 2009 Location: Slano, Croatia Price: £498,500 (Plus VAT)

Class: Discovery 55 Year: 2007 Location: Cavalaire sur Mer, France Price: £450,000 (VAT Paid)

Class: Discovery 55 Year: 2003 Location: Lymington, UK Price: £425,000 (VAT Paid)

Class: Discovery 55 Year: 2009 Location: Marina di Ragusa, Sicily - Italy Price: €636,500 (VAT Paid)

Class: Discovery 55 Year: 2007 Location: Mountbatten Marina, Plymouth - UK Price: £450,000 (VAT Paid)

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BRIGGS CUNNINGHAM: American Racing Tradition TALE OF AN AMERICAN SPORTSMAN

The america's cup, the america’s cup – 1958, text by kane rogers.

View photographer Cory Silken’s “Yacht Columbia – America’s Cup Winner 1958” gallery here .

Click here to read “The America’s Cup: An Insider’s View,” by Bob Bavier.

Prior to 1958, the last defense of the America’s Cup had been in 1937, by the J-Class yacht Ranger , owned by Harold S. “Mike” Vanderbilt. The J-Class rules prescribing a vessel of some 120 feet in length were promoted by Vanderbilt and others for the defense planned for 1958, but economic concerns and the desire among aspiring competitors to employ smaller dual-purpose yachts won the day. The New York Yacht Club settled on the twelve-meter class rules, reducing the length of the average vessel to around sixty-five feet. Harry Sears, then the club’s commodore, formed a syndicate to build the ship and asked Briggs to join to help with finances.

Although building and racing his cars had long been Briggs’ primary field of endeavor, he had never stopped sailing, and he agreed to join the effort. Sailing legend Cornelius Shields was appointed as the team’s skipper but, when he suffered a heart attack, Sears asked Cunningham to take Shields’ place.

As a member of five East Coast yacht clubs, with almost thirty years’ experience racing several different classes of vessel, Briggs was a solid choice to lead. The one thing he lacked was experience with the starting strategy required by the head-to-head style of America’s Cup competition. Shields, a master of this type of racing, was happy to impart his knowledge to Cunningham, who proved an able student.

Unfortunately, as skipper it was Briggs who had to inform Shields that he could not remain a member of the crew; if he suffered an attack during competition and had to be taken to the hospital, it would leave them a man short and result in their disqualification. It was a tough moment for both men, but it was also characteristic of both to do what was best for the team.

The eliminations for the American side would prove to be more exciting than the final races. Four twelve-metre yachts, Easterner , Weatherly , Vim and Columbia , survived two months of run-offs to compete in the final eight-day round of match races to determine the defender of the America’s Cup. Of the four contenders, only the Vim had raced previously, but the nineteen-year-old vessel was so completely refitted as to be virtually brand new. The Easterner and Weatherly had been hurriedly completed and neither was fully prepared to compete, although the Weatherly would successfully defend the Cup in 1962.

Columbia benefited from a strong syndicate whose membership included Harry Sears, Olin Stephens, the designer of the Vim , and Cornelius Shields, Jr., who occasionally spelled Briggs as skipper. The competition finally narrowed to Vim and Columbia , which prevailed by virtue of her ability to better handle rough seas and strong winds.

The British challenger, Sceptre , entered by the Royal Yacht Squadron and skippered by Graham Mann, was a quite rotund 68,000 pounds compared to the svelte Columbia at 57,000 pounds, and the event was decided in four straight wins by the Americans.

During the post-race celebrations, Briggs located a pay phone and called Alfred Momo at Watkins Glen, where Ed Crawford had just won the main race. As Briggs was returning to join his crew, a reporter approached and commented, “Briggs, that was a fine race!” to which Briggs, still with the Glen on his mind, replied, “That’s what I just heard. I wish I could have seen it.”

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