dufour yachts 390 grand large

Dufour 390 Grand Large Standard

Sailboat specifications.

• Last update: 19th March 2020

Dufour 390 Grand Large's main features

Dufour 390 grand large's main dimensions, dufour 390 grand large's rig and sails, dufour 390 grand large's performances, dufour 390 grand large's auxiliary engine, dufour 390 grand large's accommodations and layout.

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Yachting Monthly

• Digital edition

Dufour 390: ‘Responsive, fun & forgiving to sail’

• David Harding
• August 6, 2021

The Dufour 390 is an impressively roomy cruiser that also offers more performance than you might expect, says David Harding

Designed by Umberto Felci, the Dufour 390 starts from £151,963 including VAT. Credit: David Harding

Product Overview

• Surprisingly good sailing performance
• Good attention to details
• Excellent cockpit table with stowage
• Headsail tracks too short with overlapping genoa
• Loses way quickly
• Non-slip finish is less grippy than some

Manufacturers:

Price as reviewed:.

Creating boats that stand out from the competition can be a challenge for builders of modern family cruising yachts.

That means buyers have to scratch beneath the surface to home in on the one that best suits their needs.

Do a little scratching, however, and the differences soon appear.

Take the Dufour 390, for example.

Here is a high-volume cruiser with, at a glance perhaps, much in common with other boats of similar length: lots of freeboard, a broad stern, twin wheels and a modest rig.

You will need to go below and take a look around on deck to see some of what sets the Dufour 390 apart because she’s nicely finished and full of practical features and neat touches.

Wide side decks run all the way to the stern. The cockpit table incorporates handholds, a light and useful stowage. Credit: David Harding

Going for a sail will also help.

Despite her volume, and statistics that don’t point to a particularly sporty nature, she sails surprisingly well in both light airs and a breeze .

The designer, Umberto Felci, has squeezed more performance out of her than appearances might suggest.

She’s pretty well-mannered, too.

This new addition to Dufour’s range is generously proportioned by almost any standards.

Her substantial beam is carried well forward, giving the Dufour 390 notably broader shoulders than seen in her predecessors.

Standard instruments and repeaters will fit in the helm consoles, the plotter living centrally on the aft end of the cockpit table. Credit: David Harding

Combined with the high topsides, this creates a vast amount of space inside a hull that’s not quite 37ft (11.2m) long.

You have to include the moulded bowsprit -cum-anchor roller to reach the total length of just over 39ft (11.94m).

This boat is built for comfort in harbour and fun, forgiving sailing rather than high-end performance.

As such she doesn’t look exactly over-canvassed.

In fact her sail area/displacement ratio is a modest 16.3, based on the 100% foretriangle; a little less in practical terms if you choose the standard self- tacker and slightly higher with the optional 108% headsail on its FlatDeck furler.

Moulded bulwarks form part of the hull-to-deck joint. Through-deck scuppers help water to drain. Credit: David Harding

When you look at the hull and deck more closely, you notice long chines that start well forward. The topsides are almost vertical down to the chines to maximise internal volume, then they tuck in to give a narrower waterline.

Further indications of performance aspirations include the respectably deep draught of 6ft 5in (1.95m) with the standard bulbed fin keel , or you can plump for the 5ft 9in (1.75m) alternative if you’re prepared to sacrifice a little sprightliness.

The owner of our test boat, Kevin, had chosen the deeper keel.

He also upgraded to the overlapping headsail, gaining the 75sq ft (7sq m) of canvas together with greater sail control and more drive off the wind among other benefits.

Differences in detail

The extra drive from the overlapper would certainly have helped offset the drag from the standard-issue, two-bladed fixed prop .

On our first outing in light airs and flat water the boat readily clocked 3.5 knots on the wind when the shifty breeze occasionally gusted to 6 knots or so.

Don’t expect this if you stick with the self-tacker, however, especially if you plump for in-mast reefing as well.

That will cost you a further 70sq ft (6.5sq m) and, of course, the compromises go way beyond the reduction in area.

Lights set into the bulwarks add a little style at night. Credit: David Harding

It’s the usual choice between maximising efficiency and making sailing simple. Whatever the effects of the easy- handling sail options, they will be more pronounced in light airs and a seaway.

That’s when boats with modest rigs and high-volume hulls tend to suffer,as more performance-orientated designs disappear over the horizon.

In practice, since most cruising yachtsmen will switch on the engine in such conditions, it might not be too much of an issue.

Given the conditions during our first outing, we needed to head out a second time to do the boat- testing equivalent of leaving some rubber on the tarmac.

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When a suitable day appeared, we sallied forth to be greeted by winds that, according to BrambleMet, were gusting to 30 knots around the time we were heading down Southampton Water and remained in the mid 20s for the first hour.

Under full headsail and with one slab in the main, we reached towards Calshot with up to 8 knots showing on the log. It was a promising start, the boat feeling comfortable on a point of sail that tends to show up any wayward tendencies.

Once in clear water, we hardened up and punched into the breeze. Wind and tide together created only a modest chop in the Solent, but the Dufour 390 seemed unfazed by the occasional succession of steeper waves.

The hinge-down stern platform incorporates a bathing ladder and opens up the liferaft stowage. Credit: David Harding

We seldom felt anything other than the gentlest of thuds or found more than the odd drop of spray making its way back to the cockpit.

Our sail plan seemed about right.

Even keeping the traveller amidships while maintaining plenty of leech tension elicited no serious protests as long as we feathered into the gusts, steered around the waves and took care to avoid stalling, though the boat understandably made it clear that she didn’t enjoy being sailed this way.

Travellers are often not included on family cruisers, making it harder to get them going comfortably and efficiently upwind in a breeze, as well as to maintain pointing in lighter conditions.

It’s good to see that Dufour fits one as standard.

Sailing in a breeze

Life inevitably became easier when we eased it down the track.

Our speed picked up from around 6 knots to 6.4 and any apparent loss of pointing would have been more than compensated for by the extra lift from the foils .

The boat sailed faster and flatter (typically at 15 to 20° of heel) and was more responsive.

In smoother water closer to the shore we picked up to 6.7 knots at times, still tacking through around 75°.

As usual, the polars indicate more pace and pointing than the test boat achieved, in this case showing over 7 knots at 35° in 25 knots of wind.

The deck is clear and easy to move around, and the low gooseneck simplifies mainsail handling. Credit: David Harding

Many of the usual factors would have contributed to the disparity, including the fixed prop, rigging (1×19 all round) that needed tweaking up, tanks that were fairly full, the chop and the standard-issue Dacron sails.

Not helping either were jib tracks that didn’t extend far enough aft.

As I had noticed on the first sail in lighter airs, sheeting in the headsail closed the leech while leaving the foot slack and, of course, the effect was more pronounced in heavier conditions.

Something else that would increase the headsail’s efficiency is the ability to tension the backstay.

By default the 390 comes with twin backstays. A single, bifurcated stay with a tensioner is on the options list.

When you’re testing in a decent breeze it’s always good to see how a boat copes when provoked, so I started by bearing away from a close-hauled course with the sheets pinned in.

The view from aloft shows that the beam is carried further forward than on many modern designs. Credit: David Harding

The rudder gripped to around 30° of heel, whereupon we spun through the wind –albeit more gently than on some boats – and ended up hove to on the other tack.

Heaving to is worth checking out anyway, so we let the Dufour settle down and found that she fore-reached at about 3 knots with the wind on the beam.

Although the log was reading 3 knots, most of our speed was sideways.

In any event, it led to enough water-flow over the rudder for the boat to be turned dead downwind – still with the sheets pinned in – gybed, and brought back on to a close-hauled course.

Plenty of windows and hatches make for a light and airy interior, here finished in light oak. Moabi is standard and teak the third option. Credit: David Harding

My next act of provocation was to pinch her the point where the sails were still filling but the foils no longer generating lift.

This happened at around 2 knots.

Suitably stalled, she crabbed fairly briskly but once again responded to the rudder when asked, allowing us to re-engage forward gear by putting the nose down a few degrees and giving her a moment.

Keeping the Dufour 390 on track

All told, for a boat that most owners are unlikely to push particularly hard, she performed well and showed a high degree of tolerance, proving responsive, obedient and generally fun to sail.

All we had to be mindful of was her propensity to lose way rapidly, and that’s something you can’t ignore if you want to make life easy for whoever’s wielding the winch handles.

While the overlapping headsail is well worth having on any number of counts (including the ability to heave to without hassle), it does call for a little winching during tacks.

Hull chines extend well forward to maximising volume. Credit: David Harding

The lazy man’s approach is to let the boat build up speed on the new tack with the sail loosely sheeted in, then head into the wind for a few seconds to take the pressure out of the sail for easy winching.

With a relatively light, high-volume, flat-sectioned design, a few seconds is all you get before she loses way.

To sheet in the headsail, you’re given a pair of Lewmar 40 self-tailers just forward of the wheels that also handle a German-style split mainsheet.

Both sets of sheets run through clutches or jamming foot-blocks.

On the subject of characteristics common to modern cruisers, there’s something else you need to accept with beamy hulls that have a hard turn to the bilge and present a very different immersed shape when heeled.

That’s the need to apply constant corrections to the helm as the boat heels, comes upright and heels again in gusty conditions, and it’s the same downwind in a seaway.

Facnor’s FlatDeck furling system keeps the headsail’s tack reasonably low, but the tracks don’t extend far enough aft. Credit: David Harding

Slimmer hulls and slacker sections make for easier handling and more relaxing sailing in many respects.

Form stability and internal volume are what sell these days, however.

And given the space inside the Dufour 390, she handles pretty well.

She’s also respectably handy under power, even if it does take a while before she steers to port in astern.

A sink with a difference in the aft heads. The mirror can be tilted – a nice touch. Credit: David Harding

Ahead in a straight line, 2,500 rpm from the 30hp Volvo Saildrive (40hp as an upgrade) pushes her along quietly at 6.2 knots.

As for the ergonomics on deck and in the cockpit, everything works pretty well.

Half-depth cockpit lockers each side swallow a fair amount of kit and the sturdy central table incorporates useful (but rarely-found) stowage for smaller items that need to be readily accessible.

Accommodation on the Dufour 390

For a boat of this size, the Dufour 390 offers a good range of interior layouts.

On our test boat, Kevin had chosen the three-cabin, two-heads version: twin double cabins aft, the communal heads to port opposite the L-shaped galley and an en-suite heads in the forecabin.

One alternative is to have a massive athwartships double cabin in the stern.

Another is a three-cabin, three-heads arrangement with a linear galley to port, and a new option has been introduced with a single heads.

Full bow sections create an enormous forecabin, which features fiddled shelving and hullside ports. Credit: David Harding

Joinery is Moabi as standard; otherwise teak or, as on Kevin’s boat, light oak.

It’s substantial, nicely finished and all made in-house by Dufour.

Down below under sail, nothing was obviously amiss except that the magnetic catches holding the doors open in harbour didn’t all do quite such a good job at 20° of heel.

There was no creaking or groaning, the boat appeared to stay the same shape on both tacks and handholds were generally in the right places.

The modest but adequate chart table can be lowered to extend the port settee berth in the saloon. Credit: David Harding

Welcome details include split mattresses in the cabins to allow lee cloths to be rigged up, and large drawers giving access to the stowage beneath the port settee berth.

Abaft the berth – which is 6ft/1.83m long – the smallish chart table can be lowered in Dufour’s normal style and an infill cushion dropped in to form a berth extension.

Another Dufour special – on the options list this time – is the wine rack under the sole by the companionway.

Dufour 390 test verdict

Seen from a distance, the Dufour 390 is attractive in the modern style but does little to draw attention to herself.

Once you have spent time on board and sailed a few miles, however, you come to appreciate some of the features and detailing that are not found on every boat.

You tend to get more if you pay more, and of course there are many more expensive 39-footers (and 37-footers, with or without a moulded bowsprit) that you can buy.

A German-style split mainsheet leads the tails aft to each helm console. Credit: David Harding

Nonetheless, the Dufour’s designers and builders have done enough to make her different. You would expect some nice styling touches in a Franco-Italian boat and you get them. Even the door handles are nicely shaped for the hand.

Structurally there’s little that’s high-tech about the Dufour 390: a conventional, hand-laid solid laminate in the hull incorporating NPG resin.

Lifting the cabin sole reveals a stiffening matrix and stainless steel backing plates for the keel bolts.

It’s the parts you can’t see that often make the difference, but Dufour doesn’t have a reputation for cutting corners.

Would the Dufour 390 suit you and your crew?

It was interesting to see the Dufour 390 next to a Bowman 40 in the marina before our first sail: two boats of broadly similar ‘box’ length but the latter epitomising the more traditional style – deeper, narrower and heavier.

David Harding has been testing boats for over 25 years. He is also a marine photographer and runs his agency, Sailing Scenes

The Dufour represents all that’s modern, complete with hinge- down bathing platform, provision for an outside galley in the stern, a large fixed window in the coachroof abaft the mast that floods the interior with light, and so on.

In heavy weather or for true blue-water sailing, who wouldn’t choose something like the Bowman?

Yet for what the vast majority of today’s owners want from their boats, the Dufour  390 will be much closer to the mark.

She offers all the lifestyle features we have come to expect, and more besides.

The fact that she also performs well when pushed in conditions that not everyone would choose to go out in is undoubtedly a bonus.

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Dufour 390 Grand Large

This latest midsize cruiser from france packs big boat features in an easy-to-handle and stylish package.

T he capricious winds of Chesapeake Bay got the best of test sailing following the U.S. Sailboat Show in Annapolis, Maryland. The mid-October breeze ranged from 40 knots to nil, and that’s just what faced us as we headed out of Back Creek aboard the new Dufour 390. Yet the potential of this midsize family cruiser shone through in spite of the zephyr.

Founded by Michel Dufour in 1964, the company has been building boats for more than 50 years just south of La Rochelle, France. These days it is known for high-quality construction, including hand-laminated fiberglass hulls made in open molds and injection-molded fiberglass decks made in closed, two-piece molds. This system creates strong yet smooth decks that don’t require finishing work such as interior headliners. 

The Dufour 390 GL is one of the first new designs to launch following Fountaine Pajot’s acquisition of the brand in 2018. It falls at the shorter end of the Umberto Felci-designed boats that range in size from 31 to 63 feet, all sharing features such as hull chines and beams that carry the full width aft, creating interior volume and improving stability. 

The cockpit is large. I had to remind myself that this is essentially a 35-foot boat, with a waterline of 34 feet 5 inches and a length on deck of 36 feet 8 inches. (The bow sprit brings the LOA to 39 feet 1 inch.) It’s clear that comfort was priority No. 1. 

The cockpit seats, while not long enough to fully stretch out on, are comfortable with high coamings, and the folding cockpit table has a built-in ice chest with bottle holders. Underneath the port seat is an enormous lazarette, large enough to swallow the cockpit cushions, fenders, lines, a sail and still has room to stash water toys.

The large transom dropped down easily with a block-and-tackle system, exposing what is essentially a patio area with access to the plancha style grill and sink. I could imagine cleaning a freshly caught fish and grilling it up on the spot. Moving forward was swift with uncluttered sidedecks and flush hatches on the cabintop. The molded, self-draining chain locker with an electric windlass is more than adequate for the chain and rode. The fixed sprit provides a tack point for the asymmetrical spinnaker and also keeps the anchor away from the plumb stem to avoid dings.

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Technical specifications - Dufour 390 Grand Large

Photos of the boat, technical features.

• Length HT : 39ft (11.93m)
• Max. width : 13ft (3.99m)
• Weight : 7.49 tons
• Draft : 6ft (1.90m)
• Max. sleeping capacity : 6
• Number of cabins : 2 to 3
• Bathrooms : 2 to 3
• Water capacity : 360L

Standard motorisation

• Engine Power : 30hp
• Fuel capacity : 200L

Standard canopy

• Total sail area : 230sqft (70m2)
• Mainsail area : 131sqft (40m2)
• Genoa/jib area : 98sqft (30m2)

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dufouryachts.com.au

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• Dufour 56 Exclusive

Nominated for the 2020 Cruising World Boat of the Year Award

All new design.

The 390 Grand Large joins the next generation of the popular Dufour Grand Large Range.

Designed by Umberto Felci, with the recent innovations inspired from the Dufour Exclusive range, this new model is distinguished by the bulwarks to deck integration and the magnificent hull recess, now a signature of this highly regarded range.

Furthermore, the improved forward volume and modern aft chines make this hull more spacious and fast.

Hull development

The latest design of the new Dufour 390 Grand Large hull has led to optimizing the ratio between the maximum navigation efficiency and the need to offer ever greater interior volumes.

The new hull finds its maximum speed downwind, but also performs extremely well upwind, thanks above all to the new “bow to stern” hull volumes development.

New deck design – complete modernization

The new deck design is a prowess of balance between stunning aesthetic lines and the correct dimension of each area and integration of all these new functions.

The roof proportions have evolved in comparison with Grand Large predecessors and now offer more interior space while conserving pleasant side deck width, as is now a dominate feature in all Dufour sail yachts.

Exterior equipment – increasing standard

The D390 shows a consistent evolution of her standard inclusions.

Among the novelties, we distinguish the elegant helm pod consoles, the sublime ladder integrated in the aft platform, the double opening companion doors and the LED lighting on deck.

Quality interiors – Millesime 2019

The Dufour 390 benefits from all the Dufour Yacht know-how in terms of interior layouts and finishing. It integrates a solid and functional arrangement below decks.

The cabins and heads are spacious and finished with top quality materials.

The standard inventory has been upgraded with USB plugs, as well as improving standard specifications, as shown by the capacity of the hot water-boiler, increased from 20L to 40L.

Layouts available

The Dufour 390 will be offered with 3 layout versions and 3 timber finishes, Moabi, Oak and Teak. You will be sure to find your favourite design and finishes.

09/09/2018, Cannes (FRA,06), Chantier Dufour, Dufour 390

Boat Specifications

• Overall Length 11.93m
• Waterline Length 10.50m
• Hull Length 11.19m
• Max Beam 3.99m
• Light Displacement 7491kg
• Draft 1.95 m (1.75 m opt.)
• Keel Weight …
• Fuel Tank Capacity 200l
• Engine Power 30 cv (40 cv opt.)
• Sail Area 71 m²
• Mainsail 40 m²
• Genoa 31 m²

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• Sailboat Guide

Dufour 390 Grand Large

Dufour 390 Grand Large is a 39 ′ 2 ″ / 11.9 m monohull sailboat designed by Umberto Felci and built by Dufour Yachts starting in 2019.

Rig and Sails

Auxilary power, accomodations, calculations.

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

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

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

Sail Area / Displacement Ratio

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

SA/D = SA ÷ (D ÷ 64) 2/3

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

Ballast / Displacement Ratio

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

Ballast / Displacement * 100

Displacement / Length Ratio

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

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

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

Comfort Ratio

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

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

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

Capsize Screening Formula

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

CSV = Beam ÷ ³√(D / 64)

Hull length: 11.19m/36.71ft. Optional keel: 1.75m/5.75ft. Optional 40hp engine Sail Area: Main - 40 sq m/430.56 sq ft. Genoa - 31 sq m/333.68 sq ft

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Dufour Grand Large 390

Stylish 40-footer with remarkable design solutions

40' / 12 m.

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Key Highlights

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New hull design - wink to Exclusive range

New hull design – wink to Exclusive range The 390 Grand Large presents the next generation of Dufour Grand Large hulls.The signature of Umberto Felci, with the recent innovations inspired from the Dufour Exclusive range, is distinguished by the bulwarks integration and the magnificent hull recess.Furthermore, the important front volume and modern aft shines lines make this hull more spacious and performant.

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New design of the hull The 390 introduces the new generation of the range. The signature of Umberto Felci, with the line inspired by the Exclusive range and a larger front volume allows this new hull to achieve performance and comfort never seen before. The study behind the new hull has led to the optimization of navigation efficiency and the need for larger and better exploitable interior volumes. The new hull, wide and flat, finds its maximum expression downwind but still manages to juggle even upwind. New features have been integrated thanks to the new design, a mixture of breathtaking aesthetics and correct dimensions for each area. The proportions of the roof have evolved compared to the predecessors and now offer more interior space while retaining a pleasant width of the sides, as a distinctive value of Dufour sailboats. In this new design we can find the ladder integrated in the aft platform, the double-swing mode and the LED lighting around the bridge. The cabins are spacious and dressed with high quality materials.

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Dufour 390 Grand Large

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Lysanderhöhe (Am Trakt Mennonite Settlement, Samara Oblast, Russia)

Lysanderhöhe was a village of the Am Trakt Mennonite settlement in the province of Samara , Russia , founded in 1864, consisting in 1897 of 22 farms, with a population of 119. A part of the population joined the trek to Turkestan in 1891, while others immigrated to America. In 1914 the population was 146. Franz Bartsch , the author of Unser Auszug nach Mittelasien, was the teacher of the village school. After the Revolution of 1917 the cultural and economic level of the village began to decline. Some of the inhabitants went to Canada and others were exiled. Little is known about the fate of those who remained and the later status of the village.

Bibliography

Dyck, Johannes J. based on a text by W.E. Surukin. Am Trakt: A Mennonite Settlement in the Central Volga Region . Translated by Hermina Joldersma and Peter J.Dyck. Winnipeg: CMBC Publications, 1995.

Hege, Christian and Christian Neff. Mennonitisches Lexikon , 4 vols. Frankfurt & Weierhof: Hege; Karlsruhe: Schneider, 1913-1967: v. II, 709.

Surukin, W. E. und Johannes J. Dyck. Am Trakt, Eine Mennonitische Kolonie im Mittleren Wolgagebiet .North Kildonan, Man., 1948.

Cite This Article

Krahn, Cornelius. "Lysanderhöhe (Am Trakt Mennonite Settlement, Samara Oblast, Russia)." Global Anabaptist Mennonite Encyclopedia Online . 1957. Web. 23 Sep 2024. https://gameo.org/index.php?title=Lysanderh%C3%B6he_(Am_Trakt_Mennonite_Settlement,_Samara_Oblast,_Russia)&oldid=144294 .

Krahn, Cornelius. (1957). Lysanderhöhe (Am Trakt Mennonite Settlement, Samara Oblast, Russia). Global Anabaptist Mennonite Encyclopedia Online . Retrieved 23 September 2024, from https://gameo.org/index.php?title=Lysanderh%C3%B6he_(Am_Trakt_Mennonite_Settlement,_Samara_Oblast,_Russia)&oldid=144294 .

©1996-2024 by the Global Anabaptist Mennonite Encyclopedia Online. All rights reserved.

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