kraken 50 yacht price

• Yachting World
• Digital Edition

Kraken 50 yacht test: This bluewater beast was built to cruise

• November 21, 2019

One man’s idea of what a no-compromise offshore cruiser should be, the Kraken 50 does things differently. David Harding reports

Product Overview

Manufacturer:, price as reviewed:.

Some of the most inspirational ranges of production yacht have come into being because a man started by building the boat he wanted for himself; one he could find nowhere else.

Plenty of one-offs have been created this way, but the chances are that, if the market can’t supply what one person wants, other people are in the same boat – or would like to be if it existed. That’s especially true of one that’s designed for serious offshore cruising and takes absolutely no notice of modern fashions.

Dick Beaumont is the man behind Kraken Yachts. He came up with his own 66-footer having sailed tens of thousands of offshore miles in other boats. He had the Kraken 66 built in China, found during his extensive travels that a good number of people liked the concept and, as a lifelong businessman, decided to go into production.

On a fetch under the large lightweight genoa, the Kraken clocked an easy 8.5 knots

Then came the Kraken 50. If you want to know what makes it different from anything else and why the builder believes most boats designed as offshore cruisers have got it wrong, read on.

Cruising independence

To understand the Kraken philosophy, you have to put yourself in the position of someone who’s planning to sail a long way from what we might loosely call ‘civilisation’. You want a boat capable of weathering storms, of sailing on after hitting a submerged object in the middle of the ocean and of making sure the occasional encounter with a rock or a reef is nothing more than a minor inconvenience.

This ‘surviving hitting things’ approach is central to how Kraken builds boats, and explains why Beaumont believes the keel should be an integral part of the hull structure. That means no bolts: a return, if you like, to the keels we used to see on ‘proper’ crusing yachts but without the slack bilges and wineglass sections.

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Modern design and technology has allowed Kraken to develop an underwater shape more akin to that of a modern yacht with a bolt-on fin, incorporating a tighter hull-to-keel radius, a slimmer keel section and, significantly, a bulb at the bottom carrying most of the ballast.

Kraken’s bulb is incorporated within the integral keel. This took some working out, but the result is a keel that becomes part of the hull structure without most of the compromises associated with traditional encapsulated keels.

It’s also longer than most modern fins, to distribute the loads over a larger area and to enhance directional stability. Beaumont calls it the Zero keel, reflecting the number of bolts and its chance of parting company with the hull.

For a heavy-duty, go-anywhere offshore cruiser, the Kraken is surprisingly sleek and speedy

In a similar vein, the rudder is mounted on a full-length skeg, the two together forming a NACA airfoil section. On production models it will be fitted with a third bearing at the top of the stock, allowing the through-hull bearing to be changed with the boat afloat.

Like integral keels, skegs – especially full-length – have fallen from fashion, but Beaumont believes they’re of fundamental importance. A rudderless boat with a big hole where the stock used to be rarely has a great future.

When, like Beaumont, you have grounded thousands of miles from a hoist that can lift a 66-footer, and have come to an abrupt halt from 9 knots after a whale bounced down the side of the keel and crashed into the skeg, you tend to develop firm views about what you want.

The rigours of cruising

Because of the slim keel section and low centre of gravity, the Kraken can carry a good spread of sail: the sail area/displacement ratio is nearly 20. Passagemaking is more relaxing in gentle breezes and, as well as being able to weather storms, it’s good if you can sail fast enough to get out of their way rather than bobbing around in the middle of the ocean waiting for them.

Krakens sport Solent rigs. The inner forestay, taken to the anchor well bulkhead, supports the rig and carries the staysail for windward work. On the outer forestay you can fly a genoa when you have cracked off a few degrees.

The rig itself is keel-stepped, of high-fractional configuration with three sets of swept spreaders and a bifurcated backstay. A centre cockpit pushes the boom up, so stowing a conventional mainsail is a bit of a stretch. The stack would be lower with a Harken Switch T-Track or you can have in-mast reefing.

The hull continues the belt-and-braces theme. The anchor well bulkhead is watertight, as is the bulkhead abaft the large locker in the bow. Beneath the anchor well is a foam-filled crash box. Into this run two of the hull’s six full-length stringers which, together with multiple frames that join the stringers or extend from gunwale to gunwale, form a comprehensive stiffening matrix.

Kevlar is incorporated in the stem and the leading edge of the keel. A foam core is used in the topsides above the waterline. Below this it’s a solid laminate.

As for the hull shape, the bow is unfashionably raked rather than plumb, for buoyancy in a seaway, a drier ride, less chance of serious damage in a collision and to keep the anchor away from the stem.

The rig is supported by three sets of swept spreaders, a bifurcated backstay and an inner and outer forestay

At the other end of the hull is a transom of modest proportions by modern standards and with no dinghy garage. That’s another ‘not-on-a-Kraken’ feature. You’re offered davits instead.

I tested the Kraken in Hong Kong shortly after it had been sailed from the yard in China. Kraken’s office was in Hong Kong at the time but has now moved to Turkey, where an additional production facility has been set up to serve the European market.

We had gentle breezes on two of our sailing days and 20+ knots with a sizeable sea on the third. The Kraken 50 proved to be quick and easily driven in light airs, clocking up to 8 knots under the full-cut genoa as soon as the sheets were eased.

Upwind speeds with the Solent jib were more modest – up to around 5.2 knots – as it’s not a big sail and the sheeting angle was wider than it will be on production boats.

To keep powered up in less than 10 knots or so, especially if there’s any sea running, you might choose to fly a flatter-cut genoa and accept that you have to sail a few degrees lower than with the jib. Such are your choices with a Solent rig.

In heavier airs the boat was dry and comfortable, powering through the seas under jib and full main with up to 25 knots over the deck. Grip from the large rudder was good, even when we tried bearing away with the sheets pinned in.

An unbalanced rudder blade inevitably makes its presence felt through the wheel, though weather helm was modest with the large mainsail suitably de-powered. The gearing in the steering – over two turns from lock to lock – also helps keep the wheel comfortable.

The ergonomics generally work well. It’s not an enormous cockpit and the fixed table takes up a fair chunk of it, but security is good. The decks are secure too: you have foot-bracing bulwarks and 70cm (27½in) stanchions with triple guardwires.

Fuel polishers are an extra guard against fuel contamination

System security

Beaumont maintains that the majority of engine problems stem from dirty fuel, so clean fuel is a priority. Two wing tanks are filled via deck fillers whose necks sit proud in a drained, covered recess to minimise chances of water ingress.

From the wing tanks the fuel passes through polishers on the way to the central tank from which the engine draws. Then there’s a further fuel polisher between the central tank and engine, in addition to the engine’s own filters.

No chances are taken with the 24V electrical system either, provision being made for manual bypass should any faults develop in the fully digital system.

Interior joinery is a choice of cherry (as here), teak or light oak. The finish is tidy throughout

Below decks

As you’d expect on a boat of this nature, variations are possible, together with a degree of customisation. The galley and the walk-in engine room are constants. Otherwise you have mix-and-match options and a choice of timbers.

On our test boat, finished in cherry, the space between the saloon and the bow locker was dedicated to a large and comfortable guest cabin with en-suite heads and shower, ample stowage and a desk with a fold-down seat. An alternative is a smaller double cabin in the bow and a bunk cabin to starboard, sharing the heads to port.

Styling and finish are good and will quite possibly be improved by the yard in Tuzla. Attention to detail is evident throughout; just one example being the inch-thick, honeycomb-cored sole boards with lugs and catches for positive engagement and no rattling.

Drawers are all wood. All tanks can be reached, cleaned out and, if necessary, removed. Cabling is routed through conduits. Seacocks can all be reached – and so on. There’s much to like and little to criticise in terms of both comfort and practicality below decks.

Not everyone will agree with the Kraken approach. If the combination of an integral keel, full-length skeg, raked stem, Solent rig and all the Kraken’s other features seems wasteful, inefficient or simply unnecessary to you, there are plenty more bluewater cruisers to choose from. Would a boat like this match a lighter, sloop-rigged conventional fin-keeler for pace? Perhaps not, at least upwind in light conditions. Offwind and in heavier airs she would give a good account of herself and, when conditions kick up, would probably be kinder to the crew. Krakens won’t sell by the hundred. Production will be limited and so will the number of people wanting a boat of this type. You get a lot for your money, however: the Kraken 50 costs a good deal less than some of the European alternatives. Together with the concept, the design and the construction detail, that might tip the balance.

Yachting Monthly

• Digital edition

• David Harding
• September 19, 2019

Conceived as a true blue-water voyager, the Kraken 50 incorporates a host of features that set her apart from other cruising yachts. David Harding reports

Credit: David Harding

Product Overview

• Belt-and-braces design and construction
• Good sailing performance
• Excellent value for money
• Centre cockpit means a high boom
• Interior styling a little bland in places
• Cockpit can feel crowded

Price as reviewed:

One glance at the Kraken 50 tells you she’s unlike most modern production cruisers: you see no plumb stem, broad stern or twin rudders. There’s not even a bolt-on fin keel.

To those accustomed to modern design, she will raise a lot of questions.

The answers might well change the way you look, not only at her, but also at many other boats.

We need to get one thing straight before going any further: the Kraken is intended for cruising beyond what we might loosely call the ‘civilised world’.

Owners are expected to have their sights set on far-flung parts, away from marinas, lift-out facilities and repair yards and where coral heads lie in wait.

With 18 tonnes of displacement, the Kraken 50 powers through choppy conditions. Credit: David Harding

When you’re doing this sort of cruising, you  have to look at things from a different perspective.

Features such as the Kraken’s raked stem, moderately proportioned stern, integral keel and single rudder on its full-length skeg are fundamental to the design.

They’re among the many that Kraken’s founder and chairman, Dick Beaumont, considers essential in a blue-water yacht.

The jib set on the inner forestay is the headsail for windward work. Credit: David Harding

Whether or not you go along with all his reasoning and whether or not you’re contemplating serious long-distance sailing, the Kraken approach provides much food for thought.

After all, who doesn’t want ruggedness, reliability and sea-keeping qualities? The question is what you may have to sacrifice to achieve them on this scale.

THE TEST VERDICT

If you like the concept of the Kraken, you will probably approve of the design and attention to detail, both external and internal.

If you don’t subscribe to the idea of the integral keel, raked stem, full-length skeg and Solent rig, everything else becomes irrelevant.

The Kraken way of doing things involves compromises, as does any other.

What the Kraken 50 does, however, is to give traditional, tried-and-tested features a modern twist.

The raised saloon sole hides the three separate fuel tanks. Credit: David Harding

With the help of 21st-century design, technology and styling the boat is faster, sleeker, more fun to sail, more manoeuvrable and easier to manage than older boats that would-be Kraken buyers might otherwise be drawn to.

She also poses a serious challenge to modern yachts aimed at those planning blue-water voyages, not least because she’s very competitively priced.

The addition of a few interior styling details, as might now happen with the move to Turkey, will make her even harder to ignore.

WOULD SHE SUIT YOU AND YOUR CREW?

A boat of this size can be managed by a crew of two given the extras, such as electric winches and a bow-thruster, that most owners are likely to choose. Otherwise the Kraken 50 comes with much of what you need.

Our test boat had add-ons to the tune of around £100,000, which is modest in relation to her total value. Something many owners will inevitably choose is in-mast reefing.

The cockpit’s modest width and central table enhances security, though space to move from side to side can be tight. Credit: David Harding

A centre cockpit pushes the boom higher than it would be with an aft cockpit, so the gooseneck is around 6ft above deck level and the head of the stowed mainsail closer to 10ft (3m), though a Harken Switch T-Track system will lower the stack a little.

Even if you’re not planning blue-water voyages, the Kraken has much in her favour for coastal sailing where rocks abound and seas can be rough.

Whatever your sailing plans, she might well be a serious contender if you’re after a semi-custom boat of this size that’s rugged, functional and practical as well as pleasingly plush.

FACTS AND FIGURES

Price as tested: £800,500

LOA: 15.70m (51ft 6in)

Hull Length: 15.24m (50ft 0in)

LWL: 13.68 m (44ft 10in)

Beam: 4.50m (14ft 9in)

Draught: 2.3m (7ft 6in)

Displacement: 18,250kg (40,233lb)

Ballast: 6,500kg (14,330lb)

Ballast ratio: 35.6%

Displacement / Length: 198

Sail area: 134.2m2 (1,444.52sq ft)

SA/D ratio: 19.2

Diesel: 850 litres (187 gal)

Water: 670 litres (147 gal)

Engine: 80 hp

Transmission: Shaft

RCD category: A

Designer: Kevin Dibley

Builder: Kraken Yachts

Tel: 00 852 26189335

Website: www.krakenyachts.com

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Kraken 50 boat test

Brought to you in association with Pantaenius Sail & Motor Yacht Insurance

All photos by  Trystan Grace

Kraken Yachts believe that their new 50-footer is the ultimate blue water cruiser. Are they right? Sam Jefferson finds out

Anyone who has spent a long time on passage will know that by the end of the trip, you have a list as long as your arm of ways in which the boat can be improved. It’s natural. Next thing you know, you’re sketching out a few plans of your dream blue water cruising yacht. And that, of course, is as far as it goes. There are exceptions however and Dick Beaumont, CEO and founder of Kraken Yachts, is one of them. After many years of blue water cruising, he decided to make that dream boat a reality, launching Kraken Yachts. Some years later and he now has a line up of blue water cruising yachts crammed with clever ideas garnered from years afloat. Beaumont has pursued his vision of producing the ultimate blue water cruiser with Ahab like monomania.

So anyway, what makes Mr Beaumont so confident this is the ultimate blue water cruiser? Well, it starts from the keel up with a stubborn unwillingness to compromise. The hull lines were drawn up by Kiwi designer Kevin Dibley and the first requirement was an integrated keel and a single rudder protected by a skeg. This means that in the event of a collision, you are in the best shape possible to retain both your keel and steerage. Integrated keels (as in a keel moulded into the hull when the boat is laid up in the mould) are a rarity these days but Kraken has gone further with what it terms the Zero keel which boasts a lead bulb right at the foot of the keel, precisely where it’s needed, which is moulded in when the yacht is being built. This means zero bolts and a torpedo bulb keeping almost all the weight of the keel in the most effective spot – right at the tip. On top of that, the rudder skeg with a massive steel frame is also moulded in, providing excellent protection. The lay up of the yacht is extra thick with a minimum of 18mm thickness of laminate and is reinforced with Kevlar in vulnerable spots. There is a crash bulkhead at the bow for further protection.

It’s an interesting start, brimming with good ideas. Yet the road to hell is paved with good intentions and the next step is to see if that hull can be married to an alluring yacht. A first look at the boat on the water is promising; this is a handsome boat that looks stylish. Although Dibley’s lines are conservative, with relatively modest beam and plenty of taper aft, the boat does not look dated. The smart wraparound deck saloon windscreen makes the boat look purposeful and the slightly jarring mullions from the Kraken 50 MK1 are gone, as too is the much more upright bow. Combine this with a powerful rig and this looks like a boat that means business.

Step aboard and the first thing to note is the centre cockpit and single helm position. This is, of course, the most practical solution for a blue water cruiser but it is becoming a bit of a rarity. This is a comfortable area with the helm slightly raised up above the seating area for better vision. The helm features a supremely comfortable seat because, as Beaumont notes, this is where you’re going to be sitting for a long time on a blue water passage. From the helm you can control everything. The chart plotter is directly in front of you where it should be and there are a total of six very beefy winches, three to each side. The mainsheet and traveller are just where it should be, right behind you and there is a feeling of tremendous control when you are sat at the helm. There are two rather pleasing seats to either side of the helm, ideal for keeping an eye on sail trim. Forward is the cockpit table with seating for six. The cockpit sole has three massive drains, hugely overspecified, which mean that in the event of the yacht taking a wave over the stern, the cockpit will drain within five seconds. The cockpit sole also features cut out section that is Sikaflexed in for removing the engine should the need ever arise.

Having tested the Kraken 66 back in 2018 I recall it was a smart yacht that featured ‘classic’ styling which contrasted with some of the starkly modern styling of other yachts I tested. This is not the case with the 50. The company has enlisted the help of a New Zealand design team to do the interior and they have managed to strike a nice balance with a space that feels modern but not jarringly so.

The other thing that hits you is the sheer quality of the woodwork; Turkish boatbuilders have long had a reputation for superb carpentry and steelwork skills and these are much in evidence throughout the boat. The quality of woodwork was truly exceptional though, with panels matched for grain to the most absurd extent and beautiful levels of finish. Perhaps the ultimate test though was the floorboards which, when you lifted them up were sealed around the edges. For some reason, the number of manufacturers that do this is virtually nil.

Up forward is a bunk room to starboard, a second heads – also with separate shower stall – to port – and a modest single berth beyond that. There are a number of layout permutations up here but it’s better to refer to the website and some diagrams to be honest.

All the remained was to go sailing and, given I was testing the boat in the Sea on Marmara in August boisterous conditions were bound to be at a premium. In a way this was a blessing as it’s fairly clear that this is a boat designed to excel in whole sail, booming trade winds. The big question was, therefore, how would she perform in fickle conditions when her 18,000kg displacement might well hamstring her. In the end we had 7kn or wind in the morning and a maximum of 12 in the afternoon. This was genoa weather and the boat performed astonishingly well. That powerful rig is a real boon and, despite the fact the Code 0 was still at the sailmakers, the big fore triangle and ample mainsail meant that we bowled along and 6kn plus. The boat is designed to put the first reef in at 15kn so that gives you a measure of the power of the rig. Unfortunately the blade jib was not required but the concept behind this as opposed to a cutter set up is that with a Solent rig you have a sail that sets perfectly for upwind work and also has the power to drive you upwind. The problem with a cutter rig is that beautifully shaped headsail is often too small to give you adequate power.

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• Description

General information

Accommodation.

Abundant on-board features and luxuries normally specified for larger yachts are standard within the spacious interior - designed to create maximum internal volume and plentiful storage space.

The Kraken 50 is perfect for all types of sailing, from a weekend around local waters to long ocean passages. The 50 will perform in all weathers and sea conditions beautifully, with excellent visibility from the helm whether standing or sitting. Her twin headsail rig is ideal to give the sailor many options of sail configuration according to conditions, with sail controls easily managed from the accommodating cockpit.

Timeless refinement and style make the Kraken 50 a sailor’s dream that will turn heads wherever she goes.

Specifications

- Easily driven hull with full length skeg hung rudder

- Encapsulated lead ballast for maximum stability

- Transom platform for easy access to the water

- Transom and side gates for boarding

- Twin headsail rig for sailing in all conditions

- All sail controls are cockpit led

- Secure deep cockpit with protected companion way

- Comfortable seating around cockpit table for eight

- Easily reached sail controls from the helm

- Choice of solid timber interiors and layouts

- Customisable interiors according to requirements

- Kevlar reinforced forward sections for impact resistance

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The Kraken Yachts 50 is 50 feet long and has a 15 feet beam and a draft of 2.3. This 2017 diesel Kraken Yachts 50 with 80 horsepower. With a full tank of fuel, the boat has a range of Yachts nautical miles

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