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- Sailboat Guide
French builder founded by Henri Wauquiez in 1964 and located at provincial town of Neuville en Ferrain, near the Belgium border. Purchased in 1988 by Olivier Prouvost. Purchased by Beneteau. (2007)
Associations
- One Ton Class
- Elizabethan Owners Association
- IOR 3/4 ton
- Berret-Racoupeau
- Britton Chance
- Dominique Presle
- Groupe Graal
- Holman & Pye
- Marc Lombard
- Rob Humphreys
- Ron Holland
36 sailboats built by Wauquiez
Centurion 32
Gladiateur 33
Pretorien 35
Wauquiez Hood 38
Wauquiez Amphora
Wauquiez Amphitrite 43
Wauquiez pilot saloon 40.
Centurion 40S
Wauquiez Chance 37
Centurion 42, victorian 27.
Wauquiez Pilot Saloon 43
Centurion 45S
Wauquiez Pilot Saloon 41
Centurion 36
Centurion 40
Centurion 49, centurion 41s.
Centurion 38
Centurion 45.
Wauquiez Pilot Saloon 48
Wauquiez Amphitrite 45 MS
Elizabethan 35
Wauquiez kronos 45.
Centurion 59
Wauquiez optio, centurion 47, wauquiez 33.
Wauquiez Pilot Saloon 47
Elizabethan 29
Centurion 57
Feeling 1350
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Portrait of a building site / Wauquiez, sailboats for demanding owners who love beauty
The only shipyard in the North of France, Wauquiez has been building comfortable, fast and reliable sailing boats for over fifty years. History and review of a shipyard that builds sailboats designed to last.
Henri Wauquiez , a passionate founder
The Wauquiez shipyard was founded by Henri Wauquiez , who came from a large family of tanners in northern France. One of eight children, Henri attended college in England and then did his military service as a pilot in the light aviation. Passionate about yachting , Henri and his wife Véronique spend all their summers cruising the Mediterranean coast.
For the summer of 1964, they acquired an Elizabethan 29 designed by Kim Holman and built by the Webster shipyards in the Isle of Wight in the south of England. The English sailboat made a strong impression on the French Riviera, so Henri contacted Kim Holman to suggest marketing the boat in France. During their stopovers, Henri and Véronique presented their boat with passion and by the end of the summer they had received seven orders. The English shipyard being unable to produce the boats sold within the time limit, Henri transforms a part of the family tannery to manufacture under license the Elizabethan 29.
Thus was born the Wauquiez shipyard .
Kim Holman, fully satisfied with his collaboration with the young French yard, continued to work with Henri Wauquiez and his team. In 1968, he designed, among others, the Centurion 32, of which 380 were produced.
The race-cruise as DNA
After the success of the Centurion 32 wauquiez again called on the English firm Holman & Pye to design the Gladiator a 32-foot cruiser.
Then the site goes up in power by releasing the Hood 38 designed by the eponymous firm, which remains the only ballasted dinghy built by the yard. Then the Pretorian this 35-foot Holman design is one of the shipyard's best-sellers, selling 212 units.
The shipyard will then focus on the Centurion family, which will be available in several sizes between 36 and 61 feet, while maintaining the fundamentals of the Wauquiez brand: comfortable, fast and reliable yachts .
The Pilot Saloon reference
In 1991, the shipyard updated the Scandinavian concept of the deck saloon and launched the Pilot Saloon 60. On an Ed Dubois hull, this luxury 60 surprises by the volumes of its deck saloons and the light brought by this raised roof perfectly integrated into the deck plan. This concept was taken up by several shipyards wishing to offer an alternative to customers seduced by catamarans, but wishing to retain the marine qualities of a monohull.
The Pilot Saloon range is today the most requested by the yard's customers.
Luxury craftsmanship
" Wauquiez DNA stands out from the large production sites "Patrick Bloch, the site's operational director, explains. " We try to improve the durability of our yachts as much as possible. We oversize everything that can be oversized. Our hulls are all made of vinylester infusion and balsa sandwich. The fittings and woodwork are machined from solid wood. We meet the needs of a clientele that loves beautiful things. "
The only shipyard located in the North
The production site, which is based in Neuville-en-Ferrain, near Lille, manufactures a dozen units per year. The production time is about one year, or even more depending on the model. The Wauquiez shipyard is part of the Experton-Revollier group, which is also a shareholder in the shipyards Rhea Marine and Lattitude 46 which produces, among other things, the Tofinou . Many synergies are being developed between the three production sites. In addition, the shipyard's geographical location is a serious asset for exporting to the Nordic countries, which have a strong demand for the quality of the shipyard's production.
- A LEGENDARY TALE
A UNIQUE CRAFTSMANSHIP
Iconic boats.
- WAUQUIEZ 55
- PILOT SALOON 42
- PILOT SALOON 48e
- PILOT SALOON 58
- CENTURION 57
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Wauquiez 55.
Sets the standard, merging top-tier performance and comfort with a modern design.
Pilot Saloon 48e
Top-tier long-distance, performance-oriented and comfortable, crafted in the spirit of light.
Pilot Saloon 58
A pilot house with marked edges; the wide side windows in the deck’s salon area.
Centurion 57
Elegant, robust, with the maneuverability of a racing sailboat, but still comfortable.
Découvrez nos bateaux iconiques
FRENCH CRAFTSMANSHIP
Weaver of dreams.
Manufacturer of luxury bluewater sailboats, a lifetime dedicated to the creation of exceptional boats, such was the destiny of Henri Wauquiez, who established our shipyard’s name in 1965…
Wauquiez’s sailboats are renowned for their unparalleled seaworthiness. With their cutting-edge design and high-grade materials, these sailing boats can move swiftly and with great maneuverability, delivering a one-of-a-kind sailing experience. Regardless of being a seasoned sailor or a fervent sailing hobbyist, Wauquiez sailboats enable you to capture the essence of true sailing beauty.
“Your passion for standout sailboats ignites our own: the passion to build them for you”
Cyril Ballu, CEO.
Luxury bluewater sailboat manufacturer, there is a soul in our boats.
Our French shipyard delivers authentic, superior sailboats that are continually refined through technological progress.
A SIGNIFICANT HISTORY
DISCOVER OUR MODELS THROUGH VIDEO
Wauquiez is an iconic brand in the luxury sailing world, renowned for its high-quality sailboats and mastery in crafting high-end pleasure boats. For over 50 years, Wauquiez has been crafting luxury sailboats that offer a perfect blend of elegance, performance, and onboard comfort. Whether you’re an experienced sailing enthusiast or a discerning amateur, Wauquiez sailboats are designed to fulfill your needs and ensure an outstanding sailing experience.
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Boat Review: Wauquiez Pilot Saloon 42
- By Herb McCormick
- Updated: September 4, 2019
French boatbuilder Henri Wauquiez cut quite the dashing figure. As a pilot in the French army in the mid-1950s, he earned a medal of valor for his reconnaissance flights over the mountains of Algeria, a country then torn by conflict. After his service, he began his boatbuilding career a decade later with a 30-footer called the Elizabethan. But he became famous and successful for his Centurion, Gladiateur and Prétorian models, all names from one of his favorite works of literature, perhaps not coincidentally, Jean Lartéguy’s Guerre d’Algérie (The War of Algeria). For several decades, he was a fixture at boat shows around the planet, trim and handsome, looking every bit the French war hero. Seriously, he was right out of central casting.
Alas, Wauquiez is no longer with us, but his name and legacy continues at the Wauquiez Shipyard, primarily with a series of pilot-saloon yachts, including the latest, the Wauquiez Pilot Saloon 42. It’s designed by ubiquitous naval architecture firm Berret-Racoupeau, perhaps the most prolific sailboat designers of this period. (The boat is imported and sold in the United States by Dream Yacht Charters.)
It seems odd to call a pilot-saloon yacht a rather “traditional” configuration—it wasn’t long ago at all that Oyster and Moody, and many copycats, made the raised deck such a popular option—but in these current days of beamy, voluminous rocket ships, the notion is almost quaint. And don’t get me wrong—the 42 certainly has modern features: a nearly max waterline, twin wheels and rudders, a drop-down transom with swim/boarding deck, and a hull chine that opens up the interior and carries the beam well aft. But it’s also a bit of a throwback.
It certainly is a solidly built one. The composite construction is resin-infused with a balsa core that extends the length and breadth of the hull, from the toe rail to the keel, with an outer coat of vinylester to prevent water intrusion. The bulkheads are laminated marine plywood that are tabbed in to provide a secondary bond to the hull. The nicely finished interior furniture is teak. There is a substantial bulwark on deck capped with more teak.
Once you descend the six steps from the cockpit into the saloon (and the term “pilot saloon” is a bit of a misnomer; there are no steering controls to pilot the boat from down below), there is a whole lot going on. The most immediate and striking feature is the dimmable glass (and yes, that’s real glass), an unusual sight in a sailboat, facilitated by sensors embedded in the electrically charged wraparound window. With its blue tint, it certainly provides atmosphere. Like, very cool.
The layout of our test boat included the owner’s stateroom aft (alternatively, you could opt for a pair of double cabins). The berth is roomy and comfortable, with easy side entry, and there’s immediate access to a large head to starboard. The central saloon, also to starboard, indeed has great views of the surroundings, with a large, U-shaped leather settee surrounding a big dining table. Opposite, to port, is an efficient, straight-line galley adjacent to the navigation station. Just forward of that dining table is a hideaway compartment to stash a flat-screen television; interestingly, this feature isn’t specified for boats going into the European markets, the (rather hilarious) implication being that those folks have better things to do with their time than we easily bored Americans. A second double stateroom is situated in the bow, with its own en suite head.
Unfortunately, during our Boat of the Year sea trials on Chesapeake Bay this past fall, we were completely skunked for breeze the day of our scheduled sail test. But judge Alvah Simon was still impressed by much of what he inspected.
“It had nice scuppers, they thought about drainage in the boat, in the cockpit and everywhere,” he said. “I loved the pushpit and the pulpits; there were three railings on each, really stout ones. The cleats were great. The layout of the foredeck was just beautiful. The jacklines were the best in the entire fleet, I hadn’t seen any pad eyes and jackline setups that were as good as these. So, you start to get the feeling that whoever is setting all this up, they’ve been to sea and they know what works.”
For working sail, the 42 employs a traditional mainsail and a 100 percent, non-overlapping jib on a dedicated self-tacking track; there’s a fancy stainless-steel bow fitting with a sprit for tacking down a cruising kite or code-zero-type genoa. There’s no traveler; this is a cruising boat, friends.
Running rigging is led below deck, not to the coach roof, but rather to coamings port and starboard, where they’re handled by a set of Andersen winches. There are steering pods for each helm, with Raymarine chart plotters on each, and controls for the autopilot and bow thruster on the starboard pod (the engine controls are at the base of this steering station as well). There’s a gargantuan locker beneath the cockpit that is accessed through a hatch between the wheels. A good-size cockpit table has double leaves; the cockpit cushions and cushioned backrests are excellent. There’s a generous Bimini overhead, which provides plenty of shade but makes it a bit tricky getting in and out of the cockpit. The companionway hatch slides right into the deck, which is a pretty nifty arrangement.
Our test boat was bound for service on the Chesapeake and for southbound forays down the Intracoastal Waterway, and was thus equipped with the shallower of two keel options, as well as a slightly shorter rig than the standard one for bridge clearance. For the very same reasons, it was powered by the larger of two available engines: an 80 hp Yanmar diesel (as opposed to the regular 57 hp auxiliary).
For running the ICW, it sounds like the perfect setup. Henri Wauquiez, I think, would approve. Yes, the Carolinas are a far cry from the stark shores of Algeria. But once his wars were over, he spent the better part of his days crafting boats that can cruise far and wide, which is his true, lasting legacy. The Pilot Saloon 42 carries it on.
Wauquiez Pilot Saloon 42 Specifications
| LENGTH OVERALL | 42’6″ (12.99 m) |
| WATERLINE LENGTH | 38’6″ (11.79 m) |
| BEAM | 14’2″ (4.34 m) |
| DRAFT | 5’5″/7’1″ (1.7/2.2 m) |
| SAIL AREA (100%) | 973 sq. ft. (87 sq. m) |
| BALLAST | 9,259 lb. (4,199 kg) |
| DISPLACEMENT | 26,550 lb. (12,043 kg) |
| BALLAST/DISPLACEMENT | 0.34 |
| DISPLACEMENT/LENGTH | 197 |
| SAIL AREA/DISPLACEMENT | 17.9 |
| WATER | 162 gal. (613 L) |
| FUEL | 110 gal. (416 L) |
| HOLDING | 10 gal. (40 L) |
| MAST HEIGHT | 62’10” (19.17 m) |
| ENGINE SPECIFICATIONS | Yanmar 57 hp |
| DESIGNER | Berret-Racoupeau |
| PRICE | $630,000 |
Dream Yacht Sales 833-450-4211 dreamyachtsales.com
WIND SPEED Zero knots SEA STATE Flat SAILING Closehauled N/A Reaching N/A MOTORING Cruise (2,400 rpm) 6.3 knots Fast (2,700 rpm) 7.5 knots
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Wauquiez Pretorien 35
Seaworthy IOR design makes this small cruiser offshore capable The last few years I have been presenting a slide show at the Strictly Sail shows called "Twenty-five great boats to sail around the world." The list includes some of my favorite boats such as Contessa 32, Pacific Seacraft 37, Hallberg-Rassy 43, Tayana 52 and Bowman 57 among others. I often surprise people when I tell them of another boat that makes my favorites list-the diminutive but capable Pretorien 35. I can see a day in the not too distant future when I downsize to a more modest cruising boat, and the Pretorien would be near the top of the list of boats that I would seriously consider.
Built by Chantier Henri Wauquiez in Mouvaux, France, the Pretorien 35 was introduced in 1979. Although exact numbers differ, around 200 boats were launched before the model was discontinued in 1986. Designed by Holman & Pye (like the smaller Wauquiez classic, the 32-foot Centurion), the Pretorien seems more British than French. But that's not surprising. Henri Wauquiez, who died in 1999, admired English boats and in particular the designs of Kim Holman. Wauquiez purchased his first boat in 1964, the English-built, Holman-designed Elizabethan 29. Wauquiez liked its handsome sheer and steady bearing in a seaway. Soon he began finishing out Elizabethans for the French market and a passion for sailboats blossomed into a business.
First impressions Certain features date a boat like rings on a tree stump. Pinched ends, extreme tumblehome and a high-aspect-ratio main are unmistakable marks of early IOR-influenced designs. The Pretorien came along when strict adherence to the rule was waning, but it still has the look of an IOR boat. However, the IOR was terribly maligned, and it's not the horror story of a rule its been made out to be. Many factors influence seaworthiness and another IOR-inspired creation, the Contessa 32, is the most seaworthy and seakindly boat I have ever sailed, and I have sailed a lot of boats. A well-designed underbody is hard to find, and it is what's below the waterline that counts. The Pretorien 35, like a lot of old IOR boats, has a sweet hull shape. The entry is raked, and there's enough forefoot to keep the boat from pounding. A reverse transom helps deliver a long waterline of 30 feet, 4 inches. The fin keel is mounted on a deep stub and the draft is a healthy 6 feet. The deep rudder is mounted well aft for good steering control and incorporates a narrow but full skeg. The Pretorien displaces 13,000 pounds with 6,000 pounds of ballast, for a ratio of 46%. It is a stiff boat.
The wedge deck is low slung and blends neatly into the overall flow of the lines. This era of Wauquiez boats are sometimes referred to as French Swans, and there is merit to the nickname-they're great looking boats. The sail area/displacement ratio is just 15.6, typical of an IOR boat with a stubby boom, and it was designed to carry a big overlapping genoa. The Pretorien finds its stride when the wind picks up. The Pretorien 35's most famous owner was Hal Roth. The legendary mariner and his wife Margaret sailed their Pretorien Whisper around the world and across the Atlantic several times.
Construction The Pretorien is built for ocean sailing. The hull is solid fiberglass and has six full-length longitudinal stringers that stiffen the panels and encapsulate the bulkheads. The bulkheads have the cleanest tabbings I have ever observed in an older fiberglass boat, and they're not going anyplace with the 18-ounce fabric that was used for better resin saturation. This lighter fabric meant that more of it was necessary-this is a less cost-effective way to build a boat, but it's the right way. A close inspection of the lockers will reveal tidy fiberglass work. The deck is balsa cored, but Wauquiez was careful to isolate the balsa with resin pockets and was one of the first builders to sculpt the core and use solid laminates beneath through-deck fittings. The use of a keel stub combines the advantages of internal and external ballast. The Pretorien 35 was built to Lloyds scantlings, which Henri Wauquiez considered the highest standards.
What to look for Two items are potential issues for Pretorien 35 owners. First is the engine. There is nothing wrong with the Volvo Penta 28-horsepower diesel. It's the saildrive transmission that has to be closely inspected. Some Pretoriens were built with straight shafts, and if you can find one that's a plus. If you are looking at a saildrive model be sure to check the through-hull seal and the corrosion on the aluminum lower unit that covers the gearbox. The second item is the teak decks. This was an option, but unfortunately the original teak was too thin, and after a few rounds of refinishing they were shot, with exposed fasteners and missing caulk. Removing the teak decks, sealing the deck and applying a nonskid surface is a big job, and if you have a yard do it, an expensive job. Look for a boat that didn't have teak decks originally or that has already had them removed. There is a Pretorien here in Ft. Lauderdale with new teak decks that are adhered without any screws-the boat is stunning.
On deck The Pretorien 35 cockpit, like the rest of the boat, is designed to be at its best in blue water. It is not the most comfortable cockpit for lounging around at anchor or in a marina. It is compact, and most boats have wheel steering that cramps things a bit further. There is a solid bridgedeck with the mainsheet traveler running across it. While this arrangement is nice for trimming, and gives excellent end-boom purchase, it is a pain to maneuver around when using the companionway. The primary sheet winches are well forward on the coaming, and this, combined with the mainsheet position, makes it difficult to fit a wraparound style dodger. The side decks are quite wide, especially for a 35-foot boat, and making your way forward is easy even in a blow. Of course the Pretorien's soft motion also makes navigating the foredeck safer. A long teak handrail lines the coach roof, but it's low and difficult to reach. The headsail tracks are set inboard. A single pod chainplate supports the shrouds on each side and a babystay helps keep the mast from pumping and for shaping. Runners are a more effective way to quiet the double-spreader mast. There is a small chain locker forward and if you plan to cruise the boat you may want to beef up the anchor roller arrangement.
Down below The Pretorien 35 interior will force you to honestly assess your sailing agenda. There is nothing wrong with it and it's finished very nicely, but it's just snug. If you really want to travel far across oceans, then you will come to appreciate the compact, practical layout with well-placed handholds and nice sea berths. If you hope to linger off beautiful islands or spend your time marina hopping, the lack of space may be frustrating. The layout is predictable, but it works. There is double V-berth forward that is decently sized. There is a hanging locker to starboard. The head is next aft to port, and it's a tight squeeze. The saloon features a comfortable U-shaped dinette to port with a settee opposite. The nav station is also to port while the U-shaped galley is opposite and just to starboard when you drop below. The galley includes two small, round sinks (a single, larger sink would be better), a two-burner gas stove and a fridge compartment aft. Most boats have a ceramic tile surface, which looks nice but I have been told is hard to keep clean. Aft of the nav station is a quarter cabin. The bunk is not really a double, but that's OK; this is a great spot for the off watch. You are close to the companionway, the motion will be easy and you have some privacy too. There is another hanging locker here, and I have seen this converted to a wet locker. The cabin is finished in a light blond teak. It's very nice and Wauquiez was ahead of his time in trying to brighten the interior woodwork. The original portlights were not opening and ventilation can be a problem. Consider swapping them for opening ports and make sure the fans are working.
Engine Most Pretoriens were fitted with Volvo MD 11 C diesel engines. While this 28-horsepower workhorse is a good engine it has a few drawbacks. Replacement parts are very expensive, and at some point it becomes silly to spend real money keeping an old engine running. Secondly, as mentioned before, most are set up with saildrive transmissions. Corrosion is the curse of saildrives, and replacing the lower unit is expensive. Finding a used Pretorien with a new lower unit, or better yet, a new engine, is worth paying for. Also, some boats came with straight shafts and standard transmissions. Access is decent from behind the companionway and through the starboard cockpit locker. The fuel tank holds 21 gallons, which does not translate into a lot of miles. You will be carrying jerry cans on deck for long passages.
Underway Like other boats of this era, including the Contessa 32, Rival 34 and Nic 35, the Pretorien's low sail area/displacement ratio of 15.6 is a bit misleading. The boat is a bit of a slug in light air, but that's not what you buy a Pretorien for anyway. It is a fine performer in moderate breezes and sails like a larger boat when the wind really pipes up. Those are the sailing qualities you look for in a true offshore boat. You will appreciate the 46% ballast/displacement ratio when it is honking and you're clawing to weather or forereaching in a deep a gale. The high-aspect rig with a short boom requires a big genoa when reaching. And there is nothing wrong with this. Ripping along with a poled out genoa is a low-stress way to cross oceans. The main will spend many passages resting on the boom while the genoa does the work. Hal Roth was delighted with the Pretorien's ability to log 150-mile-plus days offshore, and that is good going in any cruising boat.
Conclusion The Wauquiez Pretorien 35 is quietly attaining classic status. Sure it has its compromises, what boat doesn't, but its seaworthy design, quality construction and proven offshore capability make it a terrific small cruiser.
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- Wauquiez 48
The Wauquiez 48 Pilot Saloon Sailboat Specs & Key Performance Indicators
The Wauquiez 48 Pilot Saloon was designed by Ed Dubois and built in France by Henri Wauquiez (Chantier).
Published Specification for the Wauquiez 48 Pilot Saloon
Underwater Configuration: Fin keel & spade rudder
Hull Material: GRP (Fibreglass)
Length Overall: 48'10" (14.9m)
Waterline Length: 41'0" (12.5m)
Beam: 14'9" (4.5m)
Draft: 7'1" (2.2m)
Rig Type: Masthead sloop
Displacement: 37,478lb (17,000kg)
Designer: Ed Dubois
Builder: Wauquiez (France)
Year First Built: 1997
Year Last Built: 2002
Number Built: 22
Owners Association: Wauquiez Owners Info
Published Design Ratios for the Wauquiez 48 Pilot Saloon
1. Sail Area/Displacement Ratio: 16.3
2. Ballast/Displacement Ratio: 29.4
3. Displacement/Length Ratio: 243
4. Comfort Ratio: 37.0
5. Capsize Screening Formula: 1.8
read more about these Key Performance Indicators...
Summary Analysis of the Design Ratios for the Wauquiez 48 Pilot Saloon
1. A Sail Area/Displacement Ratio of 16.3 suggests that the Wauquiez 48 Pilot Saloon will, in the right conditions, approach her maximum hull speed readily and satisfy the sailing performance expectations of most cruising sailors.
2. A Ballast/Displacement Ratio of 29.4 would usually mean that the Wauquiez 48 Pilot Saloon would have a tendency to heel excessively in a gust, and need to be reefed early to keep her sailing upright in a moderate breeze.
However, as she has much of her ballast concentrated in a bulb at the foot of the keel, she's likely to be considerably stiffer than her published Ballast/Displacement Ratio might suggest.
3. A Displacement/Length Ratio of 243, tells us the Wauquiez 48 Pilot Saloon is a moderate displacement cruiser, which means she'll carry all your cruising gear without it having a dramatic effect on her performance. Most of today's sailboats intended for offshore cruising fall into this displacement category.
4. Ted Brewer's Comfort Ratio of 37.0 suggests that crew comfort of a Wauquiez 48 Pilot Saloon in a seaway is similar to what you would associate with the motion of a moderate bluewater cruising boat - a predictable and acceptable motion for most seasoned sailors.
5. The Capsize Screening Formula (CSF) of 1.8 tells us that a Wauquiez 48 Pilot Saloon would be a safer choice of sailboat for an ocean passage than one with a CSF of more than 2.0.
Any Questions?
Is the Wauquiez 48 Pilot Saloon still in production and, if not, when did production end and how many of these sailboats were built?
The Wauquiez 48 Pilot Saloon sailboat designed by Ed Dubois was built between 2000 and 2005. A total of 22 units were built.
What is the difference between the Dubois and the Berret-Racoupeau versions of the Wauquiez 48 Pilot Saloon?
The Dubois version is the original design by Ed Dubois, while the Berret-Racoupeau version is a newer design by Berret Racoupeau Yachts Design that was launched in 2016. The Berret-Racoupeau version has a longer waterline length, a wider beam, a larger sail area, and a different interior layout than the Dubois version. The Berret-Racoupeau version is known as the Wauquiez 48-2 Pilot Saloon.
What is the history of the builders of the Wauquiez 48 Pilot Saloon and is the company still in business?
Wauquiez is a French boat building company that has been turning out nicely designed semi-custom yachts for over 50 years. The company is still in business and continues to produce high-end yachts.
What sailplan and rig options, if any, are available for the Wauquiez 48 Pilot Saloon?
The Wauquiez 48 Pilot Saloon comes with a standard masthead sloop rig. However, some owners have fitted their boats with a double-headed Solent rig. Additionally, some boats have been equipped with asymmetric spinnaker rigging, in-mast furling, and a chainplate for an inner forestay.
What other sailboats have been created by the designer of the Wauquiez 48 Pilot Saloon?
Ed Dubois was a prolific yacht designer who created many other sailboats during his career. Some examples include the Westerly Oceanlord, Westerly Oceanmaster, Westerly Seahawk, Westerly Falcon, Westerly Typhoon, and Westerly Tempest.
The above answers were drafted by sailboat-cruising.com using GPT-4 (OpenAI’s large-scale language-generation model) as a research assistant to develop source material; to the best of our knowledge, we believe them to be accurate.
Other sailboats in the Wauquiez range include:
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Wauquiez Centurion 57 boat test – a cruiser at heart
- Toby Hodges
- January 9, 2015
The Wauquiez Centurion 57 marks a welcome return of the 50-year-old French Wauquiez brand, but is this hybrid design in danger of wanting to please too many? asks Toby Hodges
The Centurion 57 makes a welcome return of the Wauquiez brand. Photos: Bertel Kolthof
Nowhere is the north/south European divide more evident than in cruising yacht design. The cold North Sea and Baltic types tend to favour function first. For us it’s all about protection from the elements, comfort in a seaway, the ability to depower a sailplan easily and live harmoniously with the boat heeled.
Our Mediterranean-based counterparts, meanwhile, scoff at such trivialities. Their super-trendy yachts actually solicit exposure to balmy conditions, all straight-edged and minimalist, with maximum area for sunbathing.
This inevitably led to many a healthy debate during our trials for the European Yacht of the Year as the pan-European judging panel offered differing viewpoints on the various designs, though overall this boat appealed as she won the Luxury Cruiser category in the 2015 European Yacht of the Year Awards .
But then there’s the French, a nation of sailors who border both types of seas and weather conditions. Either they ignore everyone else and design what they like, or they try to incorporate the best of both worlds. And the latter is precisely what Wauquiez has done with its new Wauquiez Centurion 57. She represents a hybrid of styles, a potential all-rounder of cruising yachts.
By taking some styling notes from the south and providing some northern substance, the danger of this blended Wauquiez Centurion 57, however, is that she is neither exciting enough to belong to one camp nor practical enough for the other.
But with her launch, Wauquiez is certainly sending out a clear message that it is back in the business of producing quality cruisers for discerning sailors. It puts the yard, established by Henri Wauquiez in 1965 near Lille on the Belgian border, back on the map after a change of ownership and direction in 2010 – Beneteau owned the yard for the first decade of the millennium.
Wauquiez has benefited from its period under Beneteau by incorporating high-volume practices such as milling machines into its production to help offer quality at a reasonable price.
The 57 is still an expensive yacht though; with a base price of €690,000 (£544,000) it sits exactly between production and luxury semi-custom prices – it’s half the price of a similar-sized Oyster or Contest, yet twice the price of a Hanse. And in its European Yacht of the Year category of Luxury Cruiser it was up against two other yachts of similar length, price and market in the Italia 15.98 (see our test in January) and Euphoria 54.
A sign of the Mediterranean influence is the open transom
Testing conditions
In comparison with other such modern fast cruisers, the Centurion 57 looks a little dated. The Berret-Racoupeau-designed hull is fuller and heavier, with a slightly raked stem – evidence perhaps that she uses the mould of the company’s 55ft Pilot Saloon. But these are features cruising folk (and those of us from ‘up north’) might admire. Aboard the test boat we certainly did when we were one of the only yachts to venture out in a Force 7 and large swell during the Santa Margherita trials.
Indeed we had very un-Italian, ugly, testing conditions: 25-30 knots combined with a short, sharp swell. But with two reefs in the main and a couple of rolls in the genoa (both impractical laminate sails for the conditions), we were soon heading to weather competently.
The Centurion lived up to her Roman name, was steadfast through the swell and maintained a consistent 8 knots close reaching upwind. And she felt assured and powerful coming back downwind, where we averaged 9.5 knots with surfs up to 12.5 under white sails.
Sense of security
The test boat had some distinctly Mediterranean-oriented options, including a hydraulically lifting table that doubled as a sunbed. Although these were the owner’s choices, I think those looking at cruising offshore might still find the cockpit too small and shallow. Benches and coamings could ideally have been longer and deeper, and a fixed cockpit table and closed transom would add a sense of security.
The saloon has an inviting combination of warmth, comfort and natural light
Coachroof winches manage running rigging, preventing the area around the aft two sets of winches becoming a snakepit of lines. The primaries are inboard slightly, which works well and there is a full traveller for the main. However, it is still awkward to squat between the winches to trim, especially with a loaded traveller unnervingly close behind.
Brief fulfilled
Safely nestled in the habour, with the rain lashing down outside and wind whistling through the rigging, I made the mistake of sitting down in the saloon – the leather sofas are the kind that you do not want to leave. “The main brief for the interior was to have a big saloon and galley to relax in port,” said business development director Patrick Bloch. “Brief fulfilled,” I thought.
The interior is warm and calming rather than flashy and fancy. There is only one real layout option, with three cabins, including a plush forward owner’s suite. A crew cabin rather than a sail locker and a workroom instead of a second aft cabin are the only alternatives to the accommodation plan.
The galley extends both sides of the companionway
The galley is a good size for long-haul voyages. Generous worksurface and stowage space are gained by splitting it each side of the companionway, including room for a washing machine and extra fridge – or, being French, a wine climatiser. The down side is that the chart table is pushed forward to the bulkhead, adjoining the port sofa.
This is certainly a comfortable and well-finished yacht throughout. But it is the quality of construction that impressed me. The Centurion 57 has the heart of a real cruising yacht. She feels robust, with places to hold on at heel. Tank capacity is generous and sited low and central where possible.
The hull is built using resin-infused GRP balsa sandwich, with bulkheads glassed and bonded to hull and deck. The interior is built inside the boat before the deck is fitted and a single team is used to fit out the yacht from start to finish. “The mast and winches are the only thing we subcontract out,” said Bloch. The yard has a carpentry shop, where all interior teak is hand-sanded and bees-waxed seven times. So you can literally feel the 50 years of heritage behind this brand.
Plush forward cabin
Specifications
LOA 17.70m/58ft 1in
LWL 15.42m/50ft 7in
Beam (max) 4.95m/16ft 3in
Draught 2.30m/7ft 7in
Disp (lightship) 22,500kg/49,604lb
Ballast 6,900kg/15,212lb
Sail area (100% foretriangle) 154.3m 2 /1,661ft 2
Engine 110hp shaft drive
Water 1,015lt/30gal
Fuel 615lt/9gal
Sail area: disp 19.7
Disp: LWL 171
Price (ex VAT) €659,000 (£523,826)
Designed by Berret-Racoupeau Yacht Design
www.wauquiez.com/en
If there is such a thing as a happy medium in the world of cruising yacht production, it is perhaps the Centurion 57. She is politely stylish, neither bold nor innovative, but pretty and practical enough to suit her purpose.
She is a very pleasant, well-considered yacht, impressively built and finished with a warm and comfortable interior. More versatile than radical, she could be cruised across the Atlantic in utter comfort and raced with equal enjoyment at Antigua Sailing Week.
The 57 has a clever design mix; she is angular, chunky and purposeful, but in an approachable, family-first sort of way. “Clients want a nice-looking yacht that still will be in ten years’ time,” is how Patrick Bloch described her looks in comparison with contemporary competitors.
The danger of trying to please the stylish south as well as the practical north is to risk an unsatisfying compromise. There is only a subtle difference between having savoir-faire or being just a tad dull – a decision that lies in the eye of the beholder.
This is an extract from a feature in Yachting World February 2015 issue
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- Sailboat Reviews
Centurion 40S
Known for strong construction and fast sailboats, wauquiez presents a well-conceived cruiser-racer with comfort enough to match its performance..
Wauquiez, the French boatbuilding firm, has existed on the fringes of the American sailing community for two decades, but throughout the majority of that time the company hasn’t enjoyed the benefit of top-drawer representation with a nationwide dealer network. As a consequence, many of the company’s boats sailing in the U.S. were purchased on the used market from owners who bought them in Europe. That changed when Beneteau acquired the company in 1997.
The Wauquiez enterprise was founded in the 1960s when Henri Wauquiez decided to form a boatbuilding company that would produce copies of his own yacht, a Pye-designed Elizabethan 29. That decision put the company on the map in the French sailing community, and established its reputation for producing fast, solid cruising boats. Once established, Wauquiez introduced designs ranging in size from 28 to 47 feet, including the Chance 37 and Wauquiez Hood designed by Ted Hood, which was later produced in the US as the Ted Hood Little Harbor 38. Like many one-man operations, the company endured financial ups and downs typical of the boatbuilding industry of the 1980s, and was placed in receivership in 1982. It re-emerged in 1983 and produced 200 boats in the ensuing five years. With financial difficulties continuing, Wauquiez brought in a financial partner, Olivier Prouvost, who eventually took over the firm. Then, in 1997, Prouvost sold it to Beneteau.
]As with other acquisitions made by this new owner, the foundering builder now has access to Beneteau’s deep pockets, mass purchasing power, and state-of-the-art production techniques. Even during hard times, Wauquiez produced sailboats that have an excellent reputation as being durable blue-water sailors, the cost of which may have contributed to its downfall. Having the resources of Groupe Beneteau should enhance the company’s reputation and offset whatever negative press it had to endure as a result of previous financial shortcomings.
Design As with most of Beneteau’s subsidiaries, Wauquiez designates product lines by their intended use: the Centurion combines performance and comfort with traditionally shaped sloops. The Pilot Saloon line seeks to combine sailing performance with raised coachroof profiles designed to increase viewing area from below decks.
The Centurion 40S was designed by Jean Berret and Olivier Racoupeau Yacht Design, a well-known European firm with established credentials. When underway and viewed from abeam, the 40S presents a stylish, almost brutish, profile defined by a fine bow entry, downward sloping sheerline that leads to a healthy beam amidships, and one long, dark port on the cabinside that looks racy, especially when compared to rounder cabin sides interrupted by several ports. However, from her stern quarter her large cockpit gives the appearance of a daysailer. Her length measurements—41′ 2″ LOA and 36′ 5″ LWL—coupled with ample sail area figures and moderate displacement numbers, give her a SA/D of 21 and a D/L of 131; certainly an above-average performer.
Deck Layout The cockpit is a T–shaped space that is broader aft than at the companionway, but large enough to allow a performance crew of racers to move about, and the cruiser space to entertain guests.
Compared to production builders that locate mainsail controls atop the cabin, the Centurion 40S’s mainsail controls—at knee height on a traveler forward of the binnacle—is a fairly gutsy move. With the mainsheet placed on a 6:1 block and tackle augmented by a 36:1 fine tuner, trimming the sail is an easy operation, even on a big boat in 20-plus-knot winds. The fine tune is anchored to the cockpit sole, so it can be removed when sailing in light air venues. Except for the need to step over the traveler to access the helm or exit via the stern, its location is of no consequence, especially when the ability to improve mainsail trim is factored into the equation.
The width of the cockpit aft of the wheel is 76″, leaving room for three people to sit behind the 62″ diameter wheel, the bottom of which travels through a trough in the cockpit sole. A neat design feature is that when the helm seat is elevated upward to allow access to a swim platform, it also reveals a storage area large enough to accommodate a life raft. It’s an excellent location when a hurry-up launching is required, and does not compromise overall storage space.
Cockpit seats covered with teak are 15″ deep, 18″ wide, and 64″ long so they will be comfortable on a daysail or for a full crew on an extended passage. Located over the aft stateroom, the starboard locker is only 18″ deep, so essentially it’s a large tray, adequate for storing deck gear. One negative is that accessing a propane tank located in that locker will require emptying the compartment.
In contrast, the port loker is spacious—46″ deep, running from stern to mid-cockpit. Room in the space is adequate for storage of water and holding tanks, and provides access to water plumbing, battery charger and water pumps, where they are protected from the elements. Also, a six-footer can fit in this space.
An upgrade from the standard issue, our test boat’s primary winches were Andersen 52 2-speed, self-tailers, replacing factory spec Andersen 46s, and the secondaries were Anderson 46s instead of Anderson 40s. The oversized winches—a $1,600 addition to the price of the boat— eased trimming on our test sail. Andersen 46 winches are positioned on the coachroof, coupled with sets of Spinlock XTS rope clutches.
The genoa track is a Harken section running forward to the shrouds so it doesn’t interfere with crew movement; however, the track may need extending if a small headsail is being used. The company has included adjustable leads as standard equipment, improving the ability to fine tune the headsail without leaving the cockpit.
Absent from many production boats are the Centurion’s low-profile molded fiberglass dorade boxes in the coachroof over the aft section of the main saloon. It’s a well-conceived addition that improves ventilation above the stove and nav station since dorades may be tucked almost out of sight when underway.
Seven opening hatches on the deck, including those over staterooms and the head, and a 20-square-inch hatch located on the bow, provide ventilation. A bow hatch is generally a secondary source of ventilation when underway; nonetheless, a solar powered vent bedded in this hatch could provide fresh air when sailing in hot climes. For proper ventilation, we ordinarily prefer additional opening portlights for a cabin as large as this one (the Centurion 40S has but two very small ones), but the dorades are a fair substitute.
The anchor locker is a self-bailing cavity into which a Lewmar windlass has been installed; windlasses on deck may look nautical, but are invariably toe stubbers that snag loose sheets during a tack or jibe, and may chafe sails, as well as impairing the shape of the foot of headsails.
This boat has clearly been optimized for ease of use and has performance features that will make life simpler for the cruising sailor, especially those interested in gaining the extra knot of speed that good sail trim can produce.
The keel-stepped mast is a solutionfavored by most offshore sailors, except those who say dismasting such a rig can produce a large hole in the deck. For our part, we think that matter is resolved by personal preference on boats this size. The rig carries aero designed, swept aft double spreaders that support a fractional rig. The standing rigging is wire. To reduce deck clutter, halyards and running rigging exit at the base of the mast, turn through Harken blocks and run aft via a channel covered by a fiberglass hood. Backstay tension is adjusted hydraulically.
Passage Yachts of Point Richmond, CA, which provided our test boat, replaced the standard slotted mainsail groove with a track housing Antal cars that significantly ease hoisting and dousing the main. However, because of the size of the powerful mainsail and the weight of full battens, cruising sailors should place high on a list of required options a lazy-jack sail control system.
A neat wrinkle in the cockpit sole at the companionway is a 20″ x 18″ space covered by a hinged lid designed as a storage area for the bitter ends of halyards and lines, further reducing cockpit clutter (see photo below left).
Accommodations We evaluated accommodations on the basis of four criteria: living, sleeping, eating, and the head. On balance, the layout is fairly typical of the genre. Head, nav station, and a settee are located to port; galley and settee to starboard; skipper’s quarters are in the bow and crew quarters aft to starboard.
The interior is accessed via curved teak steps with non-skid protection that keeps feet connected to the boat while its heeled. Lighting is provided by halogen lamps integrated into the overhead and reading lights are at the head of berths. There’s also low-amp, aircraft-style lighting on the sole that provides enough illumination to see well after dark.
The interior feels spacious. The headroom surpasses 6′ 2″, the saloon measures 124″ on the centerline; the width outboard of the settees is a full 8″. Also, the designers have nicely integrated the galley and nav station spaces in a way that enhances socializing, yet these two areas remain sufficiently separate that their occupants can pursue their respective tasks unfettered by the coming and going of others on board.
The interior surfaces are teak throughout, nicely finished with two coats of UV-resistant varnish, and a third of polyurethane. The liner is a cream-colored, Naughahyde-type material that has a nice appearance; its panels are connected by tongue and groove edges secured to the underside of the deck with screws. (It will be easy to access deck hardware if necessary.) Storage in the cockpit lockerfor a two-part companionway door means those sections won’t be stored beneath berth cushions.
The engine compartment is accessed by elevating a housing aft of the companionway steps. Additional access is via port and starboard removable plastic panels that make it easy to check oil levels and change fuel and oil filters. Insulation is 1 ¼” thick. The batteries are located in a compartment below the steps on the centerline; a good place for the weight.
Don Cameron, Passage Yachts’ service manager, noted one problem with the arrangement: “The entire step must be removed to service the engine, as compared to other Wauquiez models that provide a hinged cover that can be attached to the overhead with a lanyard. Making repairs at sea with the engine cover loose in the saloon may be a problem,” he says.
Wauquiez appears to have borrowed from the design of Beneteau’s plumbing systems, which are better organized with the use of manifolds. Hoses are double-clamped and the ends of hose clamps have rubber tips, preventing scratches produced by rough edges. Plus, all pumps on the boat are manufactured by Jabsco, so finding replacement parts should not involve a treasure hunt.
The 36-square-inch head has a teardrop shaped sink, storage behind mirrored doors, and separate shower stall enclosed by translucent glass doors; the stall has 6′ 4″ standing headroom. Ventilation is provided by an opening port in the cockpit well and a hatch overhead. Outboard of the shower stall is a hanging locker that allows the storage of wet foulies without having to drag them forward through the saloon.
The galley features a 60″ long by 17″ wide synthetic counter enhanced by plastic covers over double stainless sinks. The freezer is located outboard, forward of a two-burner gimballed Eno stove/oven. Two nice touches, we think, are that standard equipment includes a wooden stove cover with handles (allowing it to double as a serving tray); and, the refrigerator is installed in a cabinet enclosed by a wooden door. As a consequence, when repairs or replacement of the unit are required, it slides out of the cabinet.
A functional dining table measures 38″ x 22″ before a leaf folds inboard to double its space and allow portside diners to eat on a fixed surface. However, the base of the table is attached to a wooden platform supporting the leaf. The result: that section of the table intrudes into the center of the saloon and impedes movement fore and aft. It’s a design feature we feel offers opportunity for improvement.
The C-shaped starboard settee measures 81″ inches and is 46″ wide; the port settee is 70″ long and 28″ wide, so it will seat three adults comfortably. Both are fitted with double density foam cushions. To confirm this boat’s pedigree as a cruiser, lee cloths are built into port and starboard settees. Miscellaneous storage spaces include two cabinets and book shelves located outboard.
In the nav station, the chart table measures 36″ x 23″, plenty for using real-life charts, but a 3″ deep storage area is shallow, at best. The bulkhead has adequate expanse for the addition of instruments and repeaters, and the electric panel is mounted on piano hinges, so it’s easily accessible. Wires are nicely bundled and easily identified by referencing the owner’s manual.
We literally stumbled into the forward stateroom because this compartment’s sole is about 2″ lower than that in the main saloon. It increases headroom here to 6′ 4″, but will pose a challenge for those unfamiliar with the boat.
The space here is occupied by a vanity and seat and mirror to produce a sitting room, plus a dry locker to port and three storage compartments. The berth is a teardrop shape measuring 7′ on the centerline and 5′ 6″ at the shoulder, adequate for most adults and cozy for two.
The berth in the aft cabin is a double; storage is in a hanging locker and shelves along the hull with ventilation provided by two hatches.
One issue we felt the builder should address involves the fingerholds in the main saloon located below the portlights. They’re flimsy and should be augmented by solid wood rails located on the overhead; something we feel would be an easy and relatively inexpensive solution for enhancing safety underway.
Construction Construction methods are consistent with those of most production builders: the hull is fiberglass cored with balsa, though the lamination includes a resin infusion process that measures resin/glass rations. Vinlyester resins are employed in the skin coat. Like most production boats, the hull is strengthened by a grid system with a one-piece floor and stringer structure that provides a base for furniture and connection point for chainplates. Floors are glassed to the hull to increase strength, as are bulkheads (though some are attached with glue). The deck also is a sandwich consisting of fiberglass and balsa. The hull to deck joint is secured with a combination of polyurethane adhesives and fasteners. The lead keel is attached with stainless fasteners bedded in fiberglass.
Plumbing includes two polyethylene fresh water tanks with a 103-gallon capacity; an 11-gallon hot water tank with engine heating; and a pressurized freshwater system with 12-volt pump and expansion tank. The capacity of the holding tank is 23 gallons.
Pricing The Centurion 40S with a Volvo 3040 (40 horsepower) engine is priced at $216,514, FOB the East Coast. Increasing the engine’s capacity by 15 horsepower adds another $5,000 to the base price. Among the other options that would make for more pleasurable sailing are a full-battened mainsail with lazy jacks ($7,275), and ball-bearing cars to make hoisting and lowering that sail an easier task ($1,682).
Performance We tested her on San Francisco Bay in 8- to 10-knot winds and 1- to 2-foot waves and rollers. Under power, the Saildrive (equipped with a three-blade, fixed propeller) powered the boat at 6.6 knots using only half throttle—the tachometer registered 2,200 rpm. At 3,000 rpm, speed increased to 7.1 knots while powering into the waves. Motoring, the wheel was very responsive; she’ll spin on her keel and easily carve S-turns.
Sailing under a full mainsail and 105% jib, we didn’t consider tucking in a reef, though the rail was often buried. Heeled at 15 degrees, she sailed to weather with a touch of weather helm at 4.8 knots over the ground. However, when we powered her up by tensioning the backstay and flattening the mainsail, boatspeed increased by a knot. Once heeled 15 degrees, she felt stiff, a result of the designers locating the center of gravity well below the waterline.
Footing off to a close reach in the same breeze we eased the traveler and jib, cranked on the vang, and watched the speed increase to 7.9 knots. On a broad reach in a steady 10-knot breeze, she sailed at 8 to 8.4 knots, her deep rudder keeping the hull on a steady course. In those conditions, the helm would have been lighter had we shortened headsail. Surprisingly, sailing at 110 to 120 degrees off the breeze, even with just the tiny headsail, she held her speed in the mid 7-knot range.
With a proper set of sails and an attentive crew, we estimate that this boat has the capability of logging 200-mile days at sea—good performance for a comfortable cruiser.
Conclusion This boat is easy to maneuver under power, and responsive under sail. In the cockpit, we think the helmsman will appreciate foot braces molded into the cockpit sole. We also found that we could steer comfortably on the leeward side of the wheel, which made it possible to see the telltales on the headsail. The width of the cockpit footwell is right for bracing bodies when heeled. However, older sailors may want to consider the addition of electric halyard winches and definitely will want a mainsail control system when dousing. (We would not recommend a mainsail furler because of the deleterious effect on sail shape and performance inherent in most of those systems.)
Except for the design of the dining table, living quarters are spacious and comfortable, and there’s plenty of headroom. Owners sailing in humid areas may want to add solar vents to increase air movement belowdecks. And, we agree with Don Cameron’s observation about the engine cover.
We were favorably impressed when we first tested a used Wauquiez several years ago (Practical Sailor 4/1/98). Like its predecessor, this boat may be a good choice for the cruiser whose intention it is to put many miles under her keel.
Contact – Wauquiez USA, 843-629-5300, www.wauquiez.com .
Also With This Article “Critic’s Corner: Centurion 40S”
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French builder founded by Henri Wauquiez in 1964 and located at provincial town of Neuville en Ferrain, near the Belgium border. Early on, Wauquiez maintained a strong association with British designers, most significantly with Holman and Pye in the 1960s and 70s, and later with Ed Dubois. Also with Andrew Winch for interior design. At the time, production included the flush-decked, centre ...
French builder founded by Henri Wauquiez in 1964 and located at provincial town of Neuville en Ferrain, near the Belgium border. Purchased in 1988 by Olivier Prouvost. Purchased by Beneteau. (2007) Great choice! Your favorites are temporarily saved for this session. ... 36 sailboats built by Wauquiez. Sailboat. Centurion 32.
Fabricant voilier luxe hauturier, une vie dédiée à la construction de bateaux hors du commun, telle est la destinée d'Henri Wauquiez, qui donna son nom à notre chantier en 1965…. Les voiliers Wauquiez sont reconnus pour leurs performances exceptionnelles en mer. Grâce à leur conception innovante et à l'utilisation de matériaux de ...
Wauquiez. There are presently 51 yachts for sale on YachtWorld for Wauquiez. This assortment encompasses 4 brand-new vessels and 47 pre-owned yachts, all of which are listed by knowledgeable yacht brokers and boat dealerships predominantly in France, United States, Spain, Italy and Martinique. YachtWorld offers a diverse array of models ...
The Wauquiez shipyard was founded by Henri Wauquiez, who came from a large family of tanners in northern France. One of eight children, Henri attended college in England and then did his military service as a pilot in the light aviation. Passionate about yachting, Henri and his wife Véronique spend all their summers cruising the Mediterranean ...
Manufacturer of luxury bluewater sailboats, a lifetime dedicated to the creation of exceptional boats, such was the destiny of Henri Wauquiez, who established our shipyard's name in 1965… Wauquiez's sailboats are renowned for their unparalleled seaworthiness.
Henri Wauquiez demanded high-quality construction in the boats that bear his name. The Prétorien's hull is solid fiberglass, laid up with 18-ounce fabric, not 24-ounce, because resin saturation of the lighter cloth is achieved more reliably. ... and several had moved up from smaller to larger Wauquiez boats. The Prétorien was never ...
A fitting tribute to the French war hero who founded the brand. Jon Whittle. French boatbuilder Henri Wauquiez cut quite the dashing figure. As a pilot in the French army in the mid-1950s, he earned a medal of valor for his reconnaissance flights over the mountains of Algeria, a country then torn by conflict.
Henri Wauquiez, who died in 1999, admired English boats and in particular the designs of Kim Holman. Wauquiez purchased his first boat in 1964, the English-built, Holman-designed Elizabethan 29. Wauquiez liked its handsome sheer and steady bearing in a seaway. Soon he began finishing out Elizabethans for the French market and a passion for ...
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.
The Wauquiez 48 Pilot Saloon was designed by Ed Dubois and built in France by Henri Wauquiez (Chantier). A Wauquiez 48 Pilot Saloon. This one has been fitted with a double headed Solent Rig. ... The Wauquiez 48 Pilot Saloon sailboat designed by Ed Dubois was built between 2000 and 2005. A total of 22 units were built.
It puts the yard, established by Henri Wauquiez in 1965 near Lille on the Belgian border, back on the map after a change of ownership and direction in 2010 - Beneteau owned the yard for the ...
Wauquiez is a boat builder, based in France, founded by Henri Wauquiez in 1965. This shipyard builds sailboats based in particular on Berret Racoupeau Yachts Design (France) designs. Wauquiez has marketed, among other sailboats, Centurion and Pilot Saloon models. Contact: www.wauquiez.com +33 3 20 03 14 61; Z.I Du Vertuquet 59960 Neuville-en ...
Henri Wauquiez demanded high-quality construction in the boats that bear his name. The Prétorien's hull is solid fiberglass, laid up with 18-ounce fabric, not 24-ounce, because resin saturation of the lighter cloth is achieved more reliably. Wauquiez' Pretorien 35 was constructed to high standards thereby producing a very strong, capable ...
Wauquiez Yachts Information. Wauquiez Yachts has spent a lifetime devoted to building extraordinary boats. Henri Wauquiez, who gave his name to their workshop in 1965 made it his destiny. Wauquiez believes that their boats not only express physical substance and elegance, but they have a soul as well. A single word is enough to capture the ...
The Wauquiez enterprise was founded in the 1960s when Henri Wauquiez decided to form a boatbuilding company that would produce copies of his own yacht, a Pye-designed Elizabethan 29. That decision put the company on the map in the French sailing community, and established its reputation for producing fast, solid cruising boats.
Henri Wauquiez speed and managed to balance comfort with reasonable speed in this hull design. With the new Cummins engine and 17 inch feathering prop it will sail a 7 knots very easily, it will reach hull speed of 8.1 breathlessly under 22 apparent beam reaches mildly loaded.
The Henri Wauquiez "Chance 37" was designed by Britton Chance; and ( I believe) was built between 1973 and 1977 - not as early as 1971. ... Boat: Wauquiez Chance 37-Benevolence. Posts: 9 I just found your post-We, too, purchased a 1971 Wauquiez Chance 37 two years ago.
31' Mariner Ketch - Major Restoration & Repower - New Rigging & Sails Tenants Harbor Maine, Maine Asking $45,000
Kesh' is hull number 290 from 1984. Here is a list with some of the upgrades carried out over the last few years: Volvo Penta 1D-20 400 hours. Like new condition). All new standing and running rigging 2022 120' 5/16 " anchor chain 2021 (80' nylon rode) New 35 lb Mantus M1 anchor 2022 Raymarine i70 system pack w/ 2 displays 2022 Raymarine A9 + A7 chartplotters Monitor windvane Tides ...
17'2' Vandestadt and Mcgruer Siren Snug Harbor Marina Slip 68 5822 Snug Harbor Drive Mayville NY 14757, New York Asking $1,600
French builder founded by Henri Wauquiez in 1964 and located at provincial town of Neuville en Ferrain, near the Belgium border. Early on, Wauquiez maintained a strong association with British designers, most significantly with Holman and Pye in the 1960s and 70s, and later with Ed Dubois. Also with Andrew Winch for interior design. At the time, production included the flush-decked, centre ...
St Petersburg, Florida. Year 1993. Make Endeavour. Model G-Force 36 Catamaran. Category Sailboats. Length 36'. Posted Over 1 Month. 1993 Endeavour G-Force 36 Catamaran "Jolly Mon" is a 36' G-Force performance Catamaran. She was the first hull built by Hans Geissler and a total of 20 G-Force 36's were built.