wauquiez yacht reviews

Privacy Guaranteed - your email is never shared with anyone, opt out any time.

Wauquiez 55 : Quite far from the mainstream

Michael Good

 ·  09.02.2024

Wauquiez as a baking deck

More benefits for owners.

The Wauquiez brand has been relatively quiet for a long time. The last time the French presented a completely new boat was six years ago with the PS 42. Now the traditional brand is surprising everyone with its plans to completely relaunch the concept of the traditional centre-cockpit yacht. The project for the new Wauquiez 55 was officially unveiled at the boot trade fair in Düsseldorf.

The remarkably innovative design comes from the studio of Marc Lombard Yacht Design and features an interesting reinterpretation of the classic forecastle deck with a cabin superstructure across the entire width of the ship and running decks running high above the arched cabin superstructure. The cockpit and the steering position built into the side at the front are protected by a robust dodger with a hardtop and a fixed windscreen.

The aft deck is reserved entirely for enjoyment and relaxation with an unusually spacious lounge area that is stepped towards the rear. In addition to extensive sun loungers, a wide bathing platform ensures easy and safe access to the water.

Exciting and unique in its form: a separate entrance leads from the aft bridge deck directly into the large double cabin in the aft section. This gives the owners more flexibility and customised options for using their own living area.

Most read articles

The Wauquiez 55 is built with either a fixed keel or a swivelling keel. With the flexible annex, the boat should even be able to fall dry without any problems. There are also variations for the rig. In addition to the standard version with a conventional but relatively high aluminium mast with two spreaders, a furling mast or a higher rig made of carbon fibre for sportier requirements is also available as an option. Customers can also choose whether they want to sail the boat with a self-tacking jib or with a larger, overlapping genoa. A gennaker or a reacher can be attached to the relatively long, firmly laminated bowsprit. And for longer passages on the high seas in wind and waves, a set-back staysail can also be fitted.

Two motors - Many advantages

The motorisation also matches the extraordinary concept. Wauquiez has fitted its new blue-water yacht with two built-in engines, each with an output of 50 hp. The bottom line is that this should reduce fuel consumption and significantly reduce noise emissions. In addition, the boat will be much easier to manoeuvre in the harbour with two engines and will also manage without a bow or stern thruster. As an alternative, Wauquiez also wants to offer the new 55 with a hybrid system with two electric motors and a large generator.

The Wauquiez 55 will be fitted out below deck with two very spacious double cabins forward and aft, each with its own bathroom and separate shower area. An additional Pullman cabin with two bunk berths and its own bathroom is provided for guests, but can also be converted into storage space, a workshop or a walk-in wardrobe. The galley is installed to the side in the passageway to the aft cabin. The shipyard does not offer any significant alternatives for the interior design, the standard layout can be seen in the photo gallery above.

The world premiere of the Wauquiez 55 is scheduled for next autumn at the Yachting Festival in Cannes. However, the shipyard has not yet given an initial price estimate.

Technical data Wauquiez 55

• Designer: Marc Lombard Yacht Design Group
• Hull length: 17.58 m
• Width: 5.25 m
• Draught with fixed keel: 2.40 m
• Draught with swing keel: 1.60-4.20 m
• Weight (empty): 20,0 t
• Ballast/proportion of fixed keel: 4.95 t/25 %
• Ballast/proportion of swing keel: 3.84 t/19 %
• Sail area downwind: 164.0 m² (Std.)/157.0 m² (Furling)/169.0 m² (Performance)
• Engine (Volvo Penta): 2x 50 hp (2x 75 hp optional)
• Fuel capacity: 930 litres
• Fresh water capacity: 720 litres

Further interesting links on the topic

• The unusual Jeanneau Yacht 55 in the YACHT test
• The premiere of the new Moody DS48 at the trade fair in Düsseldorf
• Nordship 570 DS - the new flagship from Denmark tested by YACHT tv
• The Wauquiez PS 42 in the YACHT test
• Elan GT6: A touring boat that doesn't fit into any box

Most read in category Yachts

• Free Newsletter

Mason 33 Used Boat Review

Beneteau 311, Catalina 310 and Hunter 326 Used Boat Comparison

Maine Cat 41 Used Boat Review

Cheoy Lee Clipper 36 & 42 Used Boat Review

Tips From A First “Sail” on the ICW

Tillerpilot Tips and Safety Cautions

Best Crimpers and Strippers for Fixing Marine Electrical Connectors

Thinking Through a Solar Power Installation

Stopping Mainsheet Twist

Working with High-Tech Ropes

Getting a Clue for the Blown-Out Clew

Monel Seizing Wire is Worth the Extra Cost

Fuel Lift Pump: Easy DIY Diesel Fuel System Diagnostic and Repair

Ensuring Safe Shorepower

Sinking? Check Your Stuffing Box

The Rain Catcher’s Guide

Boat Maintenance for the Technically Illiterate: Part 1

Whats the Best Way to Restore Clear Plastic Windows?

Mastering Precision Drilling: How to Use Drill Guides

Giving Bugs the Big Goodbye

Galley Gadgets for the Cruising Sailor

Those Extras you Don’t Need But Love to Have

UV Clothing: Is It Worth the Hype?

Preparing Yourself for Solo Sailing

How to Select Crew for a Passage or Delivery

Preparing A Boat to Sail Solo

On Watch: This 60-Year-Old Hinckley Pilot 35 is Also a Working…

On Watch: America’s Cup

On Watch: All Eyes on Europe Sail Racing

Dear Readers

Chafe Protection for Dock Lines

• Sailboat Reviews

Wauquiez Pretorien 35

This well-made french cruiser has a fairly contemporary underbody and is strong enough to venture offshore. finding one is the problem..

Though out of production since 1987, this French cruiser receives high marks from owners who appreciate high quality construction, comfortable accommodations belowdecks, and a seakindly motion. It stands in stark contrast to the rounded, modern designs and flashy interiors currently produced by French manufacturers.

The Company Chantier Henri Wauquiez, of Lille, France, was formed and commenced producing boats in the 1960’s, when Henry Wauquiez became so enamored with the sailing characteristics of his personal sailboat, the Holman and Pye-designed Elizabethan 29, that he received a license to produce the boat in France.

Within a year, the boat became popular in France and established the firm’s reputation as a builder of solid, fast cruising boats. In ensuing years, Wauquiez commissioned Holman-Pye to design the Victorian 28, which competed successfully in the quarter ton world championships, and several cruising sloops ranging in size from 32-47 feet, including the Pretorien 35, built between 1979 and 1986. Other designs included the Chance 37, which dominated the European production boat racing circuit from 1972-75, and the Wauquiez Hood 38, which was designed by Ted Hood. That boat was later produced in the United States as the Ted Hood Little Harbor 38 (Hood’s personal boat Robin) and the Bristol 38; American versions typically had the same underbody but different deck configurations. Others included the 33′ Gladiateur and 43′ Amphitrite.

Like many yards of this vintage, Wauquiez experienced financial difficulties tied to foreign exchange rates, national politics that affected the French economy, and competition from lower-priced competitors. The company thrived from 1965-1982, when it went into receivership. It emerged from bankruptcy in 1983 and produced 200 boats from 1982-87, many of which were sold in the US. When the dollar plummeted in 1988 the US market evaporated, and the company refocused its efforts on domestic production and sales to charter fleets in the Mediterranean.

Wauquiez brought in Olivier Prouvost as a financial partner in 1987, but the union was not a happy one. Wauquiez eventually left the company. Prouvost operated the company until 1997, when he sold it to Beneteau. With favorable foreign exchange rates again a reality, the company has made a renewed commitment to selling new boats in the United States. At this writing, Discovery Yachts of Seattle holds the only dealership in the US. The market for used Pretoriens has remained strong throughout the uncertain economic times.

Design The profile of the Pretorien 35, like most of the company’s designs, is similar to that seen in Baltic, Swan and Sweden yachts. We think the boat is stylishly traditional. The fine entry is not as radical as the current Farr designs, for example, but its flush decks and flowing sheerline present a fine shape, and the interior is brightened by light colored woods, ports and hatches.

Yacht designer Mark Mills, a specialist in the design of performance yachts, comments that, “The boat shares characteristics of many early-80’s designs when IOR design dominated the cruiser/racer market, as represented by the somewhat pinched stern section and large-foretriangle masthead rig. The external keel contains a reassuring volume of lead, and the 46% ballast ratio will produce a stiffer, more seakindly ride. Though not overly heavy, the D/L (displacement/length) ratio of 225 fits the displacement profile of a traditional cruiser perfectly and promises significant interior volume. It is a well-built, solid cruiser with undemanding ways.”

Construction Wauquiez constructs solid fiberglass hulls, laid up by hand, that consist of several layers of bi-directional fiberglass. Six longitudinal stiffeners that run the entire length of the boat are glassed in and integrated to fiberglass beams running athwartships that provide additional structural integrity. Bulkheads are bonded to the hull and deck. The bonds are reinforced by a technique not often seen on other boats: Holes are drilled in the bulkhead to allow additional fiberglass strips to run from the hull through the holes to the hull on the opposite side of the bulkhead. (Shannon is another company that uses this method.)

The Pretorien was built prior to the use of vinylester resins (proven superior to polyester for preventing blistering) for the outer laminations, and one owner reported minor blistering problems. As with any older used boat, we suggest a thorough bottom evaluation.

The modified fin keel—6,000 lbs. of lead—is fitted to a keel stub, and bolted to the hull with 3/4″ stainless bolts and two nuts on each. The rudder is attached to a skeg running aft from the keel, and mounted on a stainless steel bearing assembly. Because the rudder is well aft, and deep, it provides solid steering power in heavy seas and winds.

The deck is balsa cored, which was unusual for European boats of this vintage, except in areas where hardware is to be attached, where it is solid fiberglass. The hull/deck joint is a flanged arrangement that is glassed over and reinforced by stainless steel fasteners. The toe rail and stanchion bases are also fastened through this joint.

The engine compartment is well insulated from the sounds of the 23-hp. or 28-hp. Volvo diesels that were original equipment. One owner commented that the 23-hp. engine moves the boat at 6 knots in calm waters, but slows dramatically in wind or current, so the larger engine may be the preferred powerplant.

The boat is designed to be equipped with a saildrive, and several owners described problems with electrolysis of the aluminum underwater unit. One owner told us that his engine was improperly bonded to the ground system. Another said the AC electrical system was bonded to the ground. Any such installation should be examined thoroughly to avoid potential problems. Many owners change the zinc at six-month intervals, or have divers inspect the unit every 90 days.

Some boats were imported with a conventional drive shaft. However, this reportedly resulted in dramatically angled propeller shafts, which aren’t very efficient. The saildrive, by comparison, provides perfectly horizontal thrust.

We don’t like the position of the batteries, which are located beneath the port quarterberth, because they take up handy storage space and are located too far aft. However, owners told us that the additional weight to port was offset by gear stored in the starboard lazarette.

Each boat produced in the Wauquiez factory undergoes a water test prior to shipment. Boats are launched in a pond and undergo 24 hours of continuous spraying by water hoses to assure they are leakproof.

Deck Layout The cockpit measures 85″ long and 62″ wide at the narrowest point in the stern. Seats are 18″ wide and provide good leg support, but the footwell is narrow at 18″ wide.

One owner told us that the forward location of the Lewmar 46 self-tailing primary winches near the companionway prevented easy sheeting following the installation of a dodger. (This is a commonproblem when a dodger is added.) He moved the winches aft 12″. This also made them more accessible from the steering station

Boats were equipped with wheel steering and a destroyer-style wheel and pedestal with room for a basic instrument package—wind speed, boat speed and depth.

The top of the rudder post is located atop the stern coaming, which facilitates easy attachment of an emergency tiller, which is secured to the hull in a lazarette.

Lazarettes, which are all vented to prevent odors and mildew, are to starboard and in the aft end of the cockpit. The three lazarettes to starboard can be combined to create a space large enough for a life raft. One section is separated by a partial bulkhead that one owner extended vertically to provide a mounting area for a heater. Interestingly, the lazarettes all have the same fine surfaces as the rest of the boat, and have been coated with an epoxy-like material.

The propane tank is in the aft compartment and should be carefully inspected, because boats came from the factory with copper tubing that should be replaced with USCG-approved hoses. Access to the steering quadrant, a beefy stainless steel unit, is via the aft compartment. The fuel tank is below the pedestal.

Wide decks allow easy movement forward, and double lifelines with gates on both sides of the boat are standard equipment. However, the coachroof is so low that it’s a stretch to reach handrails. On the boat we examined, we were impressed that the stainless steel stanchions and other fittings, some more than 13 years old, showed no sign of rust.

Standard equipment included Lewmar 8, 16, and 24 two-speed winches on the mast for the main, jib and spinnaker halyards, and reefing lines. All of the running rigging is inside the mast and booms. Standing rigging includes four pair of shrouds to support the double-spreader mast, a baby stay, and running backstays. One owner said he needed the baby stay to keep the mast from pumping in a breeze.

The anchor locker at the bow is adequate for the storage of 25′ of 5/8″ chain and 500′ of nylon rode. Most boats are equipped with 30- to 35-lb. anchors. Two owners extended the cheeks on the bow roller to prevent their plow anchors from banging against the hull.

Belowdecks Everyone with whom we spoke commented favorably on the boat’s space, quality joinery and finish, and light belowdecks. After inspecting the boat, we agree.

The boat has 6′ 3″ of standing headroom in the saloon, and 6′ 2″ in the forepeak.

All of the wooden surfaces are cherry, which is lighter to the eye than teak or mahogany. With three windows on each side of the cabin, and a 24″ hatch amidships, the space was well-lit on the gray, midwinter morning we did our inspection. Two East Coast owners commented on the need for additional fresh air ventilation and improved circulation. They installed electric fans.

The overhead liner provides an air gap. Wooden covers screwed into the overhead allow access to wiring runs. One owner commented that these covers may need occasional re-fastening because they are prone to dislodging.

As with most aft-cockpit boats, the engine is mounted below the companionway steps, and is easily accessible from the front. Additional access to starboard is via the starboard lazarette, or through a small opening in the port stateroom.

The aft stateroom, which has a hard door, has a wood ceiling and is ventilated by a portlight in the cockpit footwell. A double berth measuring 76″ x 50″ provides space for two average-sized adults. There is a hanging locker, which in some boats also is equipped with a small sink. The space may prove cozy for two adults on an extended passage, but will certainly meet the needs of most casual cruisers, especially those traveling with children.

The nav station is to port, opposite the galley, and the subject of one owner complaint. The table is about 42″ wide and 26″ deep with a shallow storage area, a bit smallish for plotting tools on full-sized charts. There are two shelves for logs and books, and room for instruments on the station’s bulkhead. Finding room for a large CRT or LCD monitor without reorganizing the space would be challenging. There is additional storage below the nav seat and in drawers below the chart table.

Opposite the nav station is the galley, which, like the nav station, comes under criticism for its lack of handholds. The entire space belowdecks is wide open and the only handholds are rails mounted on the overhead. Movement fore and aft might be a bit dicey in rough weather.

The galley is U-shaped, 56″ deep by 46″ wide, the counter of which is accented by ceramic tiles, a Wauquiez trademark. It is equipped with a double stainless steel sink, a gimbaled two burner stove, a 20″ deep dry locker and ice box.

For a 35-footer, the galley has excellent stowage. The area below the sink is large enough for two waste baskets plus cleaning supplies. There’s a plastic tray below the stove that is adequate for some cookery as well as enclosed stowage for dishware behind the stove. A fourth compartment is below the icebox. The icebox measures 43″ by 11″ and is 33″ deep. Insulation is just 2″-3″ thick and may suffer from its close proximity to the engine compartment. One owner covers stores with a thermostatic pad to reduce melting and another removed the box and replaced it with a more substantially insulated smaller unit.

One of the most interesting touches is an opening in the bulkhead behind the icebox that leads to the starboard lazarette. Designed as additional space for foul weather gear, the space has a fresh air vent, or could be warmed by engine heat. This seems a good idea, though the down side is that the gear must be dragged across the icebox.

The saloon has two comfortable places to relax, eat, or sleep. The starboard settee is U-Shaped and houses a double leaf table that provides seating for four to six adults. Additional seating to port is on a second settee 60″ long, which incorporates a 16″ footwell under the nav station for sleeping. The cushion is 25″ wide at its narrowest point and is equipped with a lee cloth.

Several owners complained that the dining table intrudes into the fore and aft passageway, and extends over the settee cushions, requiring some acrobatics to reach the outboard seats. One went so far as to replace the original table with a narrower table. The starboard settee converts to a double berth 78″ long and 48″ wide. There is stowage behind the settees.

Two 33-gallon water tanks are beneath the settees, a plus that puts weight low and amidships.

Both sides of the hull are lined with shelving and stowage areas, one with a wine locker with a wicker door.

The head is to starboard, with doors to both the saloon and forward stateroom. It has hot and cold pressure water faucets, a built-in handheld shower head and Par toilet, all in a compartment marginally large enough for one adult. Stowage is in a large, two door medicine cabinet, and below the sink in an area filled with pipes, hoses and seacocks.

Forward of the saloon is a hanging locker to port and the master stateroom enclosed by a solid wood door. The V-berth, which is 81″ wide and 80″ long, takes up most of the space, though there are shelves and reading lights are on both sides. A hatch provides fresh air ventilation. Overnight cruisers described the space as being comfortable.

Wiring and Plumbing Except for the exceptions noted above, we like the mechanical systems on this boat. We did, however, find a wiring run in a loom cut through a bulkhead hole that had chafed. We were impressed with the finish of all hidden spaces.

All hoses were double clamped, and bronze seacocks and manifolds are used on all through-hulls.

Performance In an attempt to determine the sailing characteristics, we talked with several present and former owners of Pretorien 35’s and were surprised that their comments fell within a very narrow range. Depending on the sail inventory, the boat needs 6-8 knots of breeze to sail quickly. This is not surprising considering its 15.6 sail area/displacement ratio.

One racer told us that his inventory included only a 135% genoa and that in less than 10-12 knots of wind, performance was dismal. A second owner who participates in Wednesday night fleet racing said that the boat sails to its handicap with 8 knots of breeze and a 150% genoa. In all cases, sailors were using traditional Dacron fabrics; we’d bet that light air performance could be enhanced by lighter, finely tuned laminate sails.

On the other hand, skippers said the boat is dry going to weather in 30 knots of wind. All agreed that the boat points higher than similar 35-foot cruisers. One racer said he sails to within 40° of true wind direction.

Sam Stitt, who cruises his boat in the Northwest, said that the boat is easily balanced on all points of sail, but mentioned that an Autohelm 4000 was inadequate for sailing wing and wing in more than 20 knots of wind because of its slow response time. He purchased the Pretorien after considering a J-36 and Express 37, primarily because it is fast enough for his needs, and more comfortable.

“The boat steers better, with less effort, and more predictably, than any comparably sized boat I have driven. I think that this is one of its most important features, beyond all of the obvious quality and finish attributes,” Stitt said.

A similar sentiment was expressed by Fred Hess, who raced his boat in the single-handed TransPac in 1996. He replaced the Autohelm with a sturdier Alpha autopilot, which he said responded more quickly.

During his 2,000 mile, 14-day passage from San Francisco to Hawaii, Hess said he spent most of his time in the cockpit sunbathing and reading cheap novels while the autopilot and Monitor windvane steered. He described the boat’s motion as ‘seakindly,’ and said that in 12- to 35-knot winds the boat was a sleigh. Sailing with tri-radial and asymmetrical spinnakers, he experienced neither spinouts or round downs. During a race from San Francisco to Santa Barbara, he sailed comfortably with the tri-radial in 45-knot winds.

Conclusions So, why aren’t more Wauquiez boats plying American waters?

“It’s a matter of economics,” said John Carson of Seattle, who was the leading dealer in the world during the mid-1980’s. “When the dollar plummeted, the price of the boats increased so dramatically they became unaffordable compared to American production boats, or we would still be selling them. I’d go anywhere in one of Henri Wauquiez’ boats.”

We agree with Carson’s assessment. Though BUC Used Boat Price Guide lists prices between about $65,000 and $75,000, the two we found for sale on the West Coast were asking close to $90,000, and one on the East Coast was asking $77,000. Though pricey for a used 35-footer, we think the boat has a lot to recommend it, especially if the bottom survives a careful survey, and if outfitted with new generation electronics and a good sail inventory.

RELATED ARTICLES MORE FROM AUTHOR

My son purchased a Wauquiez Pretorien (Desolina)in January 2022, after a long refit we sailed it from Falmouth to Southampton on the UK south coast, which will be the home port, in October 2022. The voyage was 189 nautical miles which we completed 30 hours. Strong winds from aft F5/6 with prolonged periods of F7/8. The boat gave us full confidence in testing conditions.

LEAVE A REPLY Cancel reply

Log in to leave a comment

Latest Videos

The Perfect Family Sailboat! Hunter 27-2 – Boat Review

Pettit EZ-Poxy – How to Paint a Boat

The Boat From True Spirit – Sparkman & Stephens

Top 5 Boat Hacks – Boat Maintenance Tips and Tricks

Latest sailboat review.

• Privacy Policy
• Do Not Sell My Personal Information
• Online Account Activation
• Privacy Manager

2023 Wauquiez Pilot Saloon 42

Berthon Winter Collection

Latest issue

August 2024

In the August 2024 issue of Yachting World magazine: News Few finish a tempestuous Round The Island Race European rules are eased for cruising to France and Greece Olympic sailing…

Yachting World

• Digital Edition

Wauquiez 55 first look: brimming with clever ideas

• Toby Hodges
• May 3, 2024

The new Wauquiez 55 is aimed squarely at the premium end of the cruising market and is the first new launch from the French brand since 2018

While the graphical representations of many new designs may look impressive, rarely do we see a production yacht unveiled with so many new or reimagined clever ideas all packed into one hull as there are on this new Wauquiez 55.

And the French shipyard did so under the radar, only unveiling these images of its first new model since the Wauquiez 42 in 2018 at the Düsseldorf Boat Show in January this year. The Wauquiez 55 also marks its first new launch under new owners Exel Industries, and is aimed squarely at the premium end of the cruising market.

The novel design certainly sparks interest.

A centre cockpit cruiser with twin engines and a lift keel option, it offers the type of full cockpit protection only seen on a couple of cruising yachts such as Amels and Allures today, including the ability to control all manoeuvres and handling from here. Perhaps my favourite feature, though, is the direct access from the owner’s aft cabin straight onto the beamy sunken aft deck terrace.

Master cabin has near surround views plus direct access to the aft terrace.

Even before Wauquiez revealed the designer responsible, the prominent reverse sheer, lines long favoured by Lombard design, gave it away. Lombard’s longstanding co-director Eric Levet told me how this method worked particularly well for this higher deck concept – “it’s something you couldn’t do on an aft cockpit yacht”. He also confirmed that the aft terrace leans on inspiration from early Wally yachts such as Tiketitan.

While the Wauquiez 55 is designed for ease of short-handed use from within the cockpit cocoon, it’s also conceived for performance and double digit speeds. A tall rig provides almost 170m2 of upwind sail area and the boat is built in foam sandwich to keep weight down to 20 tonnes lightship.

Article continues below…

Wauquiez PS42 review: Interior finesse shines through on classy cruiser

A good brand exudes quality. Seeing a logo on a car or a yacht is a visual pat on the…

Beneteau Oceanis 46.1 boat test – the next big thing for the world’s biggest builder?

Beneteau’s new stepped hull design works so well this 46.1 could become its most popular model ever

Options are generous including three rigs, two keels, and two different interior layouts. The ballasted swing keel version provides pointing ability in its deep 4.2m mode or raises to 1.6m, and has a fuse in the hydraulic system in case of grounding. The carbon performance rig version comes with a furling boom, while the main is sheeted to an aft deck traveller on a flatwinder winch. Levet says the push/pull JP3 steering system ensures good helming sensitivity.

The deck layout gives plenty of relaxation space, while tankage and stowage looks generous, although there’s no dinghy garage, so davits will likely be needed.

By building in full sandwich construction, including all bulkheads and floors and some furniture, he calculates Wauquiez saved around three tonnes. It’s also a very stable shape so doesn’t require too much keel weight. “It’s like the Opium 39 we did 15 years ago – but built like a Swan,” Levet enthuses.

More natural light in the saloon with access to the large double cabin forward

The modern Roseo Design interior stands out for its natural light and sea views, whether you’re standing or sitting in the saloon and galley, or looking out from the 270° viewing angles from the aft master cabin.

The twin drives (50hp or 75hp) are accessed via a central walk-in engine room below the cockpit. Wauquiez’s theory here is to promote safety, lower consumption, more torque and speed. Couple this with the high-powered single or dual Integrel alternators, which give 8-16kW recharging, and there’s no need for a genset either. Wauquiez is also offering a parallel hybrid system for this 55 too.

There are two layouts, an owner’s version with beam wide cabin or a ‘long distance travel’ alternative, which reduces this aft cabin to offer a utility/laundry area. Both have a second vast double cabin forward, plus a Pullman.

The first yacht is in construction and Wauquiez plans to premiere it at Cannes Boat Show in September.

Wauquiez 55 specifications

LOA: 17.58m 57ft 8in Hull length: 16.4m 53ft 10in Beam: 5.25m 17ft 3in Draught: 2.4m 7ft 10in or 1.6m-4.2m 5ft3in-13ft9in Displacement (light): 20 tonnes Price: from €1.8m ex VAT Builder: wauquiez.com

If you enjoyed this….

Yachting World is the world’s leading magazine for bluewater cruisers and offshore sailors. Every month we have inspirational adventures and practical features to help you realise your sailing dreams. Build your knowledge with a subscription delivered to your door. See our latest offers and save at least 30% off the cover price.

• Search forums
• Yachting Monthly's Scuttlebutt
• Thread starter Seven Spades
• Start date 1 Feb 2016

Seven Spades

Well-known member.

AndrewfromFal

Active member.

They are part of Groupe Beneteau, and IIRC that they share some common components (hulls) with other boats built by the group. YW tested a 48 Pilot House a few years ago and I think it came out quite well in terms of performance.  

Good friends of ours circumnavigated in the 40ft PS version and rated it very highly for the purpose.  

My centurion is 43 this year and is very well-built, tho' she has a few wrinkles.  

Went on one at Soton BS. Winches well set up for single handed  

The Centurions of the 1980's and 1990's were high quality fast cruisers for their time. Not sure if that quality has been passed into the more modern versions. The Kronos Catamaran was highly regarded in it's time  

No longer affiliated to Beneteau, as they were at pains to point out at Dusseldorf. Great boat, proper deck salon..can't recall length..  

Also do the rare but excellent Wauquiez 40 S2 aft cockpit / non deck saloon - very nice boats  

My understanding is that while owned by the same group they function as a independent factory and design and build their own boats. I went and saw my Jeanneau being built and there was no connection that I knew between Jeanneau boats and Beneteau boats except common ownership. It would be sensible if they combine purchasing power but not sure whether they even do that. IMHO They are well built boats build as owners versions only and sail well. They have picked their market position on build quality v cost and interior volume/comfort v sailing speed and its different to both jeanneau & benneteau.  

Sailfree said: My understanding is that while owned by the same group they function as a independent factory and design and build their own boats. I went and saw my Jeanneau being built and there was no connection that I knew between Jeanneau boats and Beneteau boats except common ownership. It would be sensible if they combine purchasing power but not sure whether they even do that. IMHO They are well built boats build as owners versions only and sail well. They have picked their market position on build quality v cost and interior volume/comfort v sailing speed and its different to both jeanneau & benneteau. Click to expand...

Back in the day they built top notch fast cruisers. I maintain that the Centurion 32 is the best boat I've ever sailed (and I've sailed a few!) We occasionally joke that Wauquiez is French for Swan. I'm afraid I know nothing of the modern versions though, other than they look a little generic and soulless.  

Judders said: Back in the day they built top notch fast cruisers. I maintain that the Centurion 32 is the best boat I've ever sailed (and I've sailed a few!). Click to expand...

Judders said: Back in the day they built top notch fast cruisers. I maintain that the Centurion 32 is the best boat I've ever sailed. Click to expand...

Just found an article by Toby Hodges that states that Beneteau owned Wauquiez for a decade up to 2010, but has been a separate entity since then.  

Judders said: Back in the day they built top notch fast cruisers. I maintain that the Centurion 32 is the best boat I've ever sailed (and I've sailed a few!) We occasionally joke that Wauquiez is French for Swan. I'm afraid I know nothing of the modern versions though, other than they look a little generic and soulless. Click to expand...

Metabarca said: Bless you, sir! I'll tell my Kyra: she'll blush with pleasure! Click to expand...

• 26 Jun 2016

I own a Wauquiez Centurion 45S from the era that Beneteau grouper owned Wauquiez. My understanding is that whilst there was some influence and a heavy investment in new plant Beneteau did not interfere too much with them. The 2008 crash put pay to Beneteaus higher sales of the quality brand and so was sold on. It has gone through a buy out and now seems to have stable management and seems to be doing well. I decided to go to Lille to collect an optional extra from the factory and had the opportunity to see their bespoke production facility shortly after the Düsseldorf show. The team there were very welcoming and extremely helpful then and now. Whilst I have only had her since November I have been very pleased with the yacht, she is well built, oozes quality, yet light and, stiff. Easy and fun to sail as a fast and comfortable passage maker regularly making 8 to 10 knots in lighter winds. My only issue is the 2.5m keel which limits some access to shallowest ports and bays BUT this helps give the great sail and if a real issue you can get a shoal draft. The pilot saloons have a similar reputation will more space and light below. The Aussies have called Wauquiez the French Swan. Quite a compliment. So far a big fan.  

There is a lovely French Wauquiez 40S moored behind us now. The stern cockpit sports cruiser type. A real connoisseurs boat, and very rare in the UK. A bit like a French Arcona. Very different from their deckhouse boats  

• 30 Jun 2016

First Mate and I were VERY tempted by a Pilot House which we looked over very carefully with the part time liveaboard owners. The deep draught and spade rudder counted against it for our type of sailing, although the undoubted light wind performance would have been nice. The quality was first rate. We were lucky enough to find our first choice-a fat 'ole cruising Motor Sailer with 1.1 metre draught and a supported rudder and a huge donk for when the wind will not suit. Wauquiez-very nice yachts IMHO.  

Other threads that may be of interest

• Wind Expedition
• Yacht Racing, Tech and Design

Members online

Share this page.

• A LEGENDARY TALE
• A UNIQUE CRAFTSMANSHIP
• ICONIC BOATS
• WAUQUIEZ 55
• PILOT SALOON 42
• PILOT SALOON 48e
• PILOT SALOON 58
• CENTURION 57
• OUR DEALERS

THE RENEWAL

When elegance meets performance.

The Wauquiez 55 stands for excellence in offshore sailing, combining cutting-edge performance and luxurious comfort with a modern and innovative design. Every aspect of this sailboat has been meticulously designed to guarantee safe and pleasurable sailing, boasting expansive, light-filled living areas that create an elegant environment for unforgettable sailing experiences. The Wauquiez 55 turns every trip at sea into an exceptional moment.

spacious areas

Three distinct living spaces.

The Wauquiez 55 is distinguished by its three living spaces : a centrally positioned cockpit optimized for safe sailing, a relaxation area for shared moments, and a dedicated swimming space for water activities, all reflecting a perfect blend of functionality, comfort, and elegance. These spaces make the sailboat a true sanctuary, inviting both adventure and relaxation.

DESIGNED TO BRAVE THE OCEANS

A daring hull.

The daring hull of the Wauquiez 55 embodies a perfect fusion of cutting-edge aesthetics and technical prowess. Designed to provide uncompromising stability, it facilitates remarkably easy navigation, no matter the sea conditions. More than just ensuring its seaworthiness, this hull embodies a commitment to speed and efficiency, enabling the Wauquiez 55 to deliver optimal performance on every sea outing.

ultimate COMFORT

A light-filled boat.

Each cabin, flooded with natural light, blends aesthetics and functionality, providing an ideal setting for the relaxation and well-being of the crew. The spacious layouts and abundant storage solutions enhance this premium sailing experience.

CHARACTERISTICS

Caracteristiques.

owner’s version

long-distance travel version

GALERIE photographie

Galerie photographie.

FILL OUT THIS FORM TO GET THE WAUQUIEZ 55 BROCHURE

Get away with the wauquiez 55.

J’ai lu et j’accepte la politique de confidentialité de Wauquiez. I have read and accept the terms of Wauquiez’s privacy policy .

Je souhaite recevoir par mail les actualités Wauquiez. En cochant la case je consens au traitement de mes données personnelles pour recevoir des newsletters dont je pourrais me désabonner à tout moment. I wish to receive Wauquiez news by email. By checking the box, I consent to the processing of my personal data to receive newsletters from which I can unsubscribe at any time.

• UNE GRANDE HISTOIRE
• UN SAVOIR FAIRE UNIQUE
• DES BATEAUX ICONIQUES
• NOS ACTUALITES
• NOS DISTRIBUTEURS
• VOS VOYAGES

• Yachting Monthly
• Digital edition

How to improve power management on a yacht

• August 21, 2024

Mike Morgan offers advice on how to improve power management on a yacht and preserve precious amps for those that like their home comforts

I confess, I’m not a marine electrician, and my understanding of boat electronics is at best rudimentary, but I’ve now been managing my boat’s power generation and consumption for three seasons and have developed an approach which seems to work well. Hopefully, you will find some of the following advice useful when it comes to managing your own yacht’s energy needs.

Every boat has its own particular balance of power generation and demand, so my system may not work perfectly for you, but it might help you start managing your precious amps a lot more effectively.

My wife Debbie and I sail up to nine months a year around the Med, predominantly lying at anchor. We avoid marinas and use our generator infrequently, to help save the planet and our budget.

I won’t address power needs whilst under sail here, as it’s not relevant to our cruising profile. Clearly, if you’re taking on an Atlantic crossing , then you’ll need to consider the power demands from your navigation equipment, lights and auto pilot.

We bought our pride and joy, Spirit, a Bavaria C57, brand new in 2021, and made several upgrades in an attempt to achieve the holy grail of self-sufficiency at anchor. We opted for 800 amp hours (Ah) hours provided by lithium batteries that weigh less than a single 150Ah lead acid battery.

Because lithium offers roughly twice the capacity of lead acid, that’s equivalent to 16 100Ah lead acid batteries with a combined weight of just over a third of a ton. Given Spirit’s generous beam, we’ve been able to accommodate four 420W solar panels, giving a potential maximum of 1,680W.

A few of the electrical galley appliances aboard Mike’s Bavaria C57 and the wattages that similar products might draw off your battery if you have an inverter

State of charge

The amount of electrical power you have available is all about batteries. Boat batteries are usually measured in amp hours (Ah) – the total number of amps devoured in one hour of use. So, a 120Ah battery will, theoretically, deliver 120A for one hour or 1A for 120 hours. But, of course, this is a little simplistic.

If you have lead acid batteries, you must never completely discharge them, unless you want to replace them regularly. Lead acid batteries should never be discharged below 50 per cent, so the practical Ah they really offer is half the theoretical Ah rating. In the above example, 60 hours at 1 amp would be the limit before you had to recharge the battery. Typically, the state of a battery’s charge is monitored by volts or a shunt battery monitor.

Knowing the state of charge of your batteries is critical to managing your power needs.

Article continues below…

How to get your yacht home without power

Electrical systems and electronics have become such an essential part of our normal lives that it’s hard to imagine life…

Everything you need to know about yacht solar power

Keeping your batteries topped up without having to run the engine is a continuous challenge for cruising sailors, especially those…

I replaced our Bavaria’s standard 240Ah of domestic lead acid batteries with 800Ah of lithium batteries. The advantage of a lithium battery is its light weight. And, unlike a lead acid battery, it can be run down to a much lower charge. The downside is that lithium batteries have been known to explode.

To avoid this, they need to be paired with a battery management system, which is best left to a professional, who knows what they are doing, to install.

Oceanvolt lithium batteries aboard a Feeling 32

Charging sources

A standard ‘off the shelf’ mid-size production boat is likely to be fitted with a 60A battery charger which is used by the boat’s generator, if it has one, or when shore power is plugged in. The engine will also have an alternator which will typically produce between 35 and 60A of charge, depending on the size of the engine.

Assuming a 60A charge source, the batteries will receive 60A of charge in one hour. So, to put it very simplistically, if you have, as I do, 800Ah of lithium batteries and they are at 50 per cent, to charge them up to capacity would take 6.6 hours (400 amps divided by the charging source of 60 amps equals 6.6 hours).

Unfortunately, it’s not quite as simple as that. For example, there are various charging states – bulk, absorption and trickle (also known as maintenance or float) – and different types of batteries with different ratings, but I have kept it as simple as possible here for the purposes of explanation.

If you don’t have shore power (when at anchor, for instance), or don’t have a generator, the alternative is to run your engine for six hours under light load, which is not good for the engine and won’t win you many friends nearby who are trying to relax and enjoy a peaceful sundowner.

Mike’s customised electrical control panel

Battery charger

Increasing the size of your battery charger will speed up the process of charging from both a generator and shore power. I opted to fit a 120A charger and a 3kW inverter for my 240V appliances. There is always the option to beef up the engine alternator to feed a hungry family of batteries, but again, this means the boat engine needs to run for prolonged periods of time.

The 9kW Paguro 9000 generator I fitted produces a lot more power than we ever need. The generator powers both the 240V ‘ring main’ and the battery charger. However, the battery charging will be limited by the power rating of the charger, which in my case is 120A.

Four solar panels on Spirit’s stern arch produce a maximun 1,600W

Renewable energy

Renewable energy for boats is either wind, hydro or solar. I opted for solar on a custom-made stern arch. I fitted four 400W panels, which produce a theoretical maximum output of 1,600W at 12V or, in amp speak, 133A.

Like lithium batteries, the voltage and charge from solar panels needs to be managed, so each panel is equipped with an MPPT (maximum power point tracking) controller to ensure the batteries are getting the right amount of charge when the sun is shining. The next conundrum was to get all this in perfect balance based on the boat’s power consumption.

The stern arch was custom-built to support the solar panels

Background noise

I started by building a spreadsheet to calculate the various power ratings of my many onboard electrical appliances. However, this isn’t simple as you must calculate the power demand of each appliance, estimate how long you will run it for, and when you will run it.

You then need to map this over time to calculate a theoretical power demand and how much power you need to be generated. Estimating the power output from my solar panels alone became a headache: calculating the assumed number of ‘sunny’ daylight hours, the angle of the sun, solar panel efficiency, and when the next solar eclipse would be! So, like all people with limited brain capacity, I gave up.

I decided, instead, to take a more pragmatic approach. The first thing I did was to measure the ‘background noise’ of my boat; that is, the power being consumed whilst at anchor and not running any major appliances.

It turned out to be around 200A, which is very high; but then I do have three fridges, a deep freeze and more internal lighting than Blackpool Illuminations.

The time it takes to recharge my batteries once the sun has dragged itself up to the right angle differs dramatically based on which way the boat is lying. If my stern is exposed to the sunny side my batteries will fill to the brim in a few hours. However, if my bow is facing the sun, it takes a lot longer.

On an average day, we are at 100 per cent by midday or early afternoon, leaving a good four or five hours of surplus power generation for running more critical systems.

Air-con is a battery power ‘killer’

We have a lot of power consuming paraphernalia on board, for example the kettle, coffee maker, hair dryer, microwave oven, and so on, but I ignore these when it comes to power management as they are used randomly and are never on for long.

However, we do have several appliances that are critical to our power management, including a washing machine, water maker, ice maker and water heater. All of these have high demand and can run for long periods of time. I also have air-conditioning which can be run off the inverter, but I prefer to use fans and open hatches to keep the temperature tolerable when we are at anchor. Air-con is a battery power killer and is best left to when shore power is connected or the generator is running.

Our Bavaria came with a built-in utility room, so we decided to fit a full-sized washer-dryer, which has proven to be our favourite upgrade.

For this equipment I simply use a rota and allocate a specific day to run either water production, laundry, ice making or water heating. We do laundry once a week without using the drying function and relying instead on nature’s outside dryer, which does tend to lower the tone of an idyllic anchorage.

The water maker produces 60 litres an hour and I typically run it for around four hours, which will then keep us going for several days. I fit in ice-making and heating the water at other times.

Having guests on board who insist on having a shower every time they go for a dip off the swimming platform requires the water maker to be run most days. Inevitably under these circumstances I lose the battle of consumption versus generation and will need to resort to running the generator.

We chose a Schenker Smart 60-litre-per-hour, 12V water maker rated at 20A, which enables free freshwater production all day long thanks to Spirit’s cluster of four solar panels.

I always delay this until my battery charge is showing 30 per cent or less in the morning. At that point I will run the generator for three to four hours, which is enough to get my batteries back up to around 70-80 per cent, and then let the solar panels take over.

When I run the generator, I take advantage of the surplus power it produces by running as many devices as possible: I make water, run the air-con and heat water. Never waste any of those precious amps! I find that I run the generator, on average, every eight to 10 days when we’re on our own and every four to five days when we have guests.

Batteries can be easily distributed around a yacht

Before increasing the capacity of your service battery bank you need to calculate your total power requirement by multiplying the amperage of all the equipment by the period of time it will be run over a charge cycle (usually 24hrs).

Tally up the amp hours and then double the result (to allow for not going below 50 per cent of your charge capacity). Then add another 20 per cent to ensure you will always have enough to spare.

If you already have separate engine start and service batteries but want to add further service batteries, they should all be of the same age, type and capacity (Ah rating) to the first. It’s best to create your service bank from a number of smaller batteries and then link them together to achieve the total voltage and capacity you require.

If you’re planning to install a large bank (500Ah or more), it is often better to use 6V cells for this as these allow a large deep-cycling bank to be created, while still having the ability to move them around easily or distribute them evenly over a greater area.

Create an improved service bank by connecting a number of smaller batteries

Stay in charge

Once you’ve decided on the battery type, make sure you have enough charging power to fully charge them between cycles. As a rough guide you will need to be able to bulk-charge the bank at a minimum of 10 per cent of its rated capacity (ie. 20A for a 200Ah battery).

However, 20 per cent is a better figure to aim for if you’re looking to fully recharge over one night in a marina. Modern AGM (absorbent glass mat) style batteries can usually take a greater charge than wet lead-acid type, although gel cells require a more particular regime if they are not to be damaged.

Chargers (both mains and alternator regulators) should be of the multi-stage type, with bulk, absorb and float stages. This allows the batteries to be rapidly charged until they reach around 90 per cent charge, then the charge voltage drops to attain the final part of the charge more slowly, keeping temperature (and hence internal resistance) down, and eliminating gassing.

A smart battery monitor will allow you see your state of charge and remaining capacity

Temperature noticeably affects a battery’s ability to give out and absorb charge. The colder a battery gets, the greater the power required to charge it fully. For this reason, always fit a charger or regulator with a temperature sensor that will automatically compensate for these differences.

Most power devices produce a trickle charge, and are used to keep the engine battery topped up. However, if you’re planning to install a powerful (5A+) wind or water generator, or a large solar array, then you’ll need to install some sort of voltage regulator to prevent overcharging. This can vary, from a small solid-state switch for small solar panels, to a large dump resistor that dissipates excess charge from a wind generator through heating up a wire-wound resistor.

Monitoring your batteries

The easiest way to ensure your batteries are kept in tip-top condition is to observe their state of charge every day you’re on board, using a modern ‘smart’ battery monitor. This will give you a real-time display of the current going in and out, the state of charge (SOC), and the remaining capacity available. They also often have alarms to warn you when the voltage is dropping dangerously low, or if too high a charge is being applied.

A rough idea of the SOC can be attained using a voltmeter, but this is not particularly accurate and can indicate a false condition when recently charged or under a heavy load. It’s far better to install a monitor that has a shunt, which measures current flow over time and can calculate the available charge capacity remaining much more precisely.

Hydrogenerators, like this Remoran Wave 3, will quickly recharge a yacht’s batteries underway

Optimising solar power

The efficiency of solar panels can be compromised by saltwater and long-term exposure to UV and high temperatures. Good regular maintenance will improve a solar panel’s performance.

Clean your solar panels early in the morning, while they are at their coolest, as cleaning them when they are warm or exposed to direct sunlight can cause internal thermal stresses.

Use distilled or deionized water to avoid the formation of mineral stains or deposits on the surface of the panels, and avoid using harsh chemicals or abrasive solvents that could scratch the photovoltaic cells. Let the panels air-dry or use soft cloths, and make sure no water residue is left. Check regularly for cracks, breaks or loose connections.

Hydrogenerators

Hydrogeneration has become a great deal more efficient in recent years. It’s a very simple concept: the yacht’s motion through the water turns an alternator on the transom-mounted hydrogenerator which generates electricity to recharge the boat’s batteries. Achieving 300Ah each day is a realistic expectation when cruising at 7-8 knots.

Oceanvolt’s High Power ServoProp 25 electric saildrive

Main prop regeneration

You can also use your main propeller to ‘regenerate’ electricity whilst under sail by using a parallel hybrid propulsion system where an electric motor is installed alongside the engine. Lynch Motors in Devon has supplied its systems to Vendée Globe boats for years, purely as a re-generator, and now produces a Red Snapper electric motor for cruising yachts.

The only problem with a regeneration system is that the pitch required for the propeller to drive the boat efficiently through the water may not always be the same as the pitch for optimum regeneration. Manufacturers have tackled this in different ways.

Oceanvolt has developed its ServoProp for saildrives, which electronically adjusts its pitch depending on speed and function. The latest incarnation allows total 360° blade mobility and faces forwards, increasing efficiency: at six knots, it produces an eye-watering 1kW of power.

Bruntons has another solution with the cleverly engineered Autoprop, which automatically pitches up to match the boat speed. Its Ecostar version of the prop can generate 200W at five knots and up to 1kW at 10 knots when connected to an electric motor.

Enjoyed reading this?

A subscription to Yachting Monthly magazine costs around 40% less than the cover price, so you can save money compared to buying single issues .

Print and digital editions are available through Magazines Direct – where you can also find the latest deals .

YM is packed with information to help you get the most from your time on the water.

• Take your seamanship to the next level with tips, advice and skills from our experts
• Impartial in-depth reviews of the latest yachts and equipment
• Cruising guides to help you reach those dream destinations

Follow us on Facebook , Twitter and Instagram.