yacht test performance cruiser

Test J/99 : A performance cruiser that deserves its name

Michael Good

 ·  22.06.2023

Alan Johnstone is responsible for the design of the J/99. And once again he does so without any notable surprises. In other words: the J/99 is also a typical J, from the stern to the bow. The moderate deck planing with the relatively low freeboard, the strikingly rounded bow shape and, above all, the lines that taper back towards the stern with the rather slender stern have generally characterised Johnstone's cracks for years.

In comparison with the increasingly radical, unusual and angular shapes of sporty competitor boats, the new model has an almost classic, conservative appearance - which is pleasing to the eye. The J/99 is attractive from the outside, with appealing lines and harmonious proportions. Customers appreciate that too.

More performance cruisers in the test:

• Sun Fast 3300 - the radical performance boat from Jeanneau
• Dehler 30 One Design
• DEHLER 34 AND OPTIMA 106: Performance cruiser legend meets successor
• POINTER 30: Versatile performance cruiser celebrates its world premiere

The performance cruiser disregards formula constraints

The performance cruisers from J/Boats are therefore not designed with a specific measurement system (ORCi or IRC) in mind, but are instead geared towards maximising performance. Nevertheless, measurement and handicap are so important that the shipyard has given these topics a whole range of possible options. For example, the J/99 can be fitted with a fin keel instead of the standard L-keel, which favours the IRC rating.

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And instead of the deep and slim rudder, two smaller steering fins are possible, which are installed further back close to the stern. They are the right choice for longer strokes in one-handed or two-handed mode. Integrated water ballast tanks are also available as an option.

The customer can also choose whether to equip the boat with a spinnaker or gennaker - or both. Accordingly, the bowsprit can be shorter (only 20 centimetres) or longer (up to a maximum of 1.30 metres).

Incidentally, with the J/99, the shipyard is now building a sports boat with a fixed bow nose for the first time ever and is breaking with its own tradition: the Johnstones virtually invented the long and laterally extendable bowsprit and made it ready for the market; the mobile trunk is still regarded as a trademark of J/Boats. The shipyard justifies the decision with weight savings due to the elimination of structural stiffeners in the bow area. In addition, water can no longer penetrate the ship through the guides of the bowsprit on long offshore trips.

D J/99 is powerful and rigid

YACHT was able to test the performance cruiser J/99 in beautiful spring weather, but unfortunately only in relatively light winds of between 8 and 10 knots, with hardly any waves. The boat runs at 6.3 knots at the cross and tacks at an angle of 80 degrees. This is within the range of what can be expected from a performance-orientated yacht of this type.

Equipped with the now rare spinnaker package, the boat also cuts a fine figure in the wind and can also sail deep courses thanks to the option of trimming the sail to windward. The J/99 achieves a top speed of 7.4 knots in these light wind conditions at an angle of 120 degrees to the true wind direction. Boats with a gennaker will have to sail higher to maintain this performance.

The J/99 sails very balanced and noticeably stiff, especially upwind. Both keel variants (L and fin) are similar in weight at around 1,600 kilograms, which corresponds to a comparatively high ballast ratio of almost 42 per cent. This is why the J weighs slightly more than the competition.

The helmsman and the mainsailer sit side by side and can operate the sheets and all important trimming devices from their positions. For two-handed regattas and long distances, the layout in the cockpit can be modified with little effort. For example, the genoa sheet can be folded over additional blocks and also operated upwind.

The fittings are fitted to the boat straight from the boatyard. The 3D haul-out points are also included in the scope of delivery. The complicated, but very efficient, towing system is redirected to the cabin roof on the opposite side and is operated by the crew on the high edge.

The J/99 performance cruiser is technically mature

The option of additional hatches on the flanks of the dents and on the cabin bulkhead is exemplary. On the one hand, this provides more light below deck and, on the other, offers the option of elegantly concealing the loose ends of the many halyards, sheets and trim lines.

Tiller steering is the standard. The rudder head is positioned far aft at the stern and is not directly connected to the rudder shaft, which is located around 70 centimetres further forward. A push rod is used for coupling, with two rudder blades correspondingly two.

The list of options also includes single wheel steering, but this seems absurd with this cockpit layout and orientation: a single wheel in the centre would be almost impossible to grip from the side from the seating positions, and double wheel steering is not feasible. However, J/Composites still wants to offer wheel steering as an option, especially for the USA.

The mechanics of the controls are easily accessible through a hatch in the rear cockpit area. However, the system is installed openly, i.e. without a cover or additional bulkheads. This eliminates the aft peak as storage space - the risk of fenders or mooring lines getting tangled up in the controls is too great. This is unfortunate because there are no other storage spaces in the cockpit for larger or smaller items.

The aluminium rigging of the J/99 deserves a special mention: the manufacturer AG+ has developed a profile with an attached groove exclusively for J/Composites, which is not screwed on but extruded together with the tube in one piece. This gives the mast additional strength and reduces the weight. The mast profile, which rests on the keel, weighs just 71 kilograms - excluding standing and running rigging - which is very similar to a similarly sized carbon fibre mast. A carbon rig is available as an option, although it is not explicitly mentioned on the list of options.

Less is also more with this performance cruiser

Beyond the companionway, you are greeted by a straightforward, no-frills and sober-looking interior. The shipyard has left no doubt about the J/99's focus on performance when it comes to the interior design, which is why comfortable cosiness is not an issue below deck - quite deliberately. Instead, the interior is dominated by simple but practical functionality. Nevertheless, anyone who can accept compromises when it comes to comfort will definitely discover the J/99 as a home boat, even for a trip with the family.

The layout in the saloon and aft of this performance cruiser is symmetrical. However, with a width of 1.30 metres at shoulder height, the berths in the aft cabins are only partially suitable for double occupancy. You can sleep comfortably on the sofa berths in the saloon, which are long and wide enough if you remove the back cushions.

As an option, these can be designed so that they can be folded upwards and fixed to the cabin roof with a length-adjustable strap. This results in spacious, open storage compartments, which are particularly useful for regatta sailors for their large bags than small storage compartments in drawers or boxes.

The foredeck, on the other hand, remains completely empty apart from a free-standing toilet. This is where the sails can and should be stored or other items for which there is no storage space on deck. If you also want to use your J/99 for cruising, you could have an additional berth installed, for example for the children. The effort required for this would be comparatively manageable, as the bunk storage could rest on the side stringers. However, this option is not specifically communicated by the manufacturer.

A performance cruiser at a fair price

For reasons of weight, J/Composites has dispensed with inner shells for the interior below deck, which leaves behind unsightly surfaces with rough structures; protruding screws for the fittings on deck are simply painted over with topcoat. Regatta sailors probably don't mind, provided they don't bump their heads on the sharp-edged protrusions in the cabins. More annoying is the disorganised and poorly labelled cabling, especially behind the electrical panel.

The basic ex-shipyard price for this performance cruiser is 165,290 euros without sails (as of 6/23). This puts the J/99 in the golden mean in terms of price. However, as is usual with performance boats, this does not include the cost of the sails. A simple set (main and genoa only) will cost at least an additional 10,000 euros for a boat of this size. A regatta-suitable wardrobe with a flat and a deep genoa, plus a spinnaker and/or gennaker, will put an even greater strain on the budget.

The J/99 in detail

Salona 35: a race-winner goes cruising

• David Harding
• October 25, 2023

Can a boat that’s capable of beating the best on the race course really make a practical cruiser? David Harding sails the Salona 35 to find out

Slicing her way to windward in 20 knots of breeze with a crew of two, a reef in the mainsail and Dacron sails, the Salona 35 shows her cruising credentials. Credit: David Harding Credit: David Harding

Product Overview

Price as reviewed:.

At PBO we don’t normally test boats that have just won their class in a highly competitive racing series.

This time, however, we made an exception, because the boat in question is a family cruiser.

It just happens to be a family cruiser that’s fast, fun to sail and, yes, capable of winning races.

In the 2012 Hamble Winter Series, the first Salona 35 to arrive in the UK topped her class comfortably, showing a clean pair of heels to competitors that gave her 20 points under IRC (boats that should, in other words, be appreciably faster).

I joined the crew for one of the races – more out of personal interest, to experience the boat in competition mode – before returning later wearing a PBO hat.

Off came the North 3DL laminate sails and on went the cruising Dacrons, together with the seat across the stern. Race boat became cruiser.

Lines are led aft under removable garages on the coachroof in a layout that’s simple and efficient. The kicker and pole downhaul are split to both sides, Credit: David Harding

Three of us (none from the regular race crew) then hopped aboard and set off into 17-21 knots of chilly spring wind against the tide in the Solent.

Three became two when I jumped into the RIB to take the photos, leaving the boat in the capable hands of two people who had never even seen her before.

Was it lively? Yes, as a sail on most sporty 35-footers would have been in those conditions.

Was it fun? You bet.

Hairy? Not in the least.

The Salona 35 is more spirited than a lot of dumpier alternatives designed solely for cruising; far more responsive and obedient yet, in many ways, also easier to handle.

I’ve said it before and I will say it again: with a non-extreme, well-designed sailing yacht, fast doesn’t have to mean flighty.

Salona 35: A pedigree performer

The Salona 35 is a development of the Salona 34, designed by J&J and built in Croatia, down the Adriatic coast from J&J’s offices in Slovenia.

Salona build a range of sporty cruisers that have established a name for themselves racing under the IMS rating system in the Mediterranean.

They’re broadly in competition with Dehler, Beneteau’s Firsts and some of the J boats; designed not only for people who like throwing them around the racecourse, but also for those who want to be able to cruise quickly and efficiently.

Plenty of people enjoy both racing and cruising, swapping the laminates and the gang of heavies on the rail for the Dacrons and the family crew for a week or two during the summer.

What separates them from some (but by no means all) dedicated cruising folk is that they’re not prepared to cruise slowly.

Twin wheels immediately abaft the mainsheet work well for short-handed sailing . Foot-braces are offered and are most definitely needed. Credit: David Harding

They like boats that are fast, responsive and fun to sail; that will get them where they want to go with a smile on their face.

They might not enjoy quite as much headroom in the aft cabin or such a luxurious shower when they’ve arrived, but they’ll have spent less time bouncing around getting cold and wet on the way and might well be sitting in the cockpit enjoying drinks and nibbles while the slower cruising boats that left at the same time are facing the prospect of missing the tidal gate and spending another night at sea.

If that’s your sort of sailing, the Salona might well be your sort of boat.

For serious pot-hunting under IRC, you’ll want the iron/lead composite keel designed by Jason Ker, optimised with the help of CFD (computational fluid dynamics) and fitted to our test boat.

The aim was to achieve the lowest possible centre of gravity without using a bulb, minimising drag and, significantly, the rating (currently 1.001).

The racing alternative is the 2.15m (7ft 1in) T-bulb lead fin.

For the depth-conscious there are a couple of shallower options, giving draughts of 1.75m (5ft 9in) or a positively- cruisey 1.50m (5ft nothing).

Looking at the other measurements reveals no surprises.

Being developed from the 34, the 35 has a hull slightly tweaked from the 34’s that’s 10.4m (34ft 1in) long and a modest 3.36m (11ft) in the beam.

The Salona 35 has a finger-light helm. Credit: David Harding

Displacement is 5,300kg (11,684lb) which, combined with her sail area of 56sq m (603sq ft), gives her a sail area/ displacement ratio of 18.7.

That means she has less sail for her weight than a lot of sporty boats. Similarly, the displacement/length ratio of 192 is conservative.

Whichever way you look at her, there’s nothing extreme.

She just happens to be blisteringly fast and highly competitive when sailed by a full crew who know what they’re doing.

A keel-stepped mast is often favoured on sporty boats because it can be a slimmer section than a deck-stepped equivalent, while rod rigging is used to minimise stretch, weight and windage.

From the cruising perspective, what we need to know is what she’s like when sailed short-handed – and that’s exactly what our brisk sail showed us.

The first thing to say is that it’s no good trying to carry full sail in 20 knots of wind.

We suspected as much, only trying it to start with because no reefing lines were roven through the boom.

Like many fractionally-rigged sporty cruisers, the Salona would rarely, if ever, carry a reefed main during an inshore race with a full crew: if it’s windy enough to reef, it’s probably too windy to go out.

As we expected, with no weight on the rail it was impossible to harness any meaningful drive from the full main, so we used a few sail ties to put in the first reef and achieved a reasonable shape in a much reduced sail.

Then the boat made her way upwind with high-5s on the log rising to 6 knots-plus as soon as we cracked off a degree or two.

She’s so easily driven that we wouldn’t have been under- canvassed even with two reefs.

There’s no avoiding the fact that you need to shorten sail earlier than on some dedicated cruisers, though I didn’t get the impression that she would run out of power or become exhaustingly frisky if asked to beat into 35 knots and a confused sea for a few hours.

In the groove

What’s most striking about the Salona 35 is her instant response to the finger-light helm.

She offers a precision and sensitivity that few boats can match. Carbon wheels help, of course.

Contrary to what some people believe, carbon isn’t used just to save weight in the stern.

More importantly, it transmits the feel from the rudder to the helmsman’s hand, whereas the inertia of a heavy stainless wheel has a deadening effect.

The Salona 35 uses twin carbon wheels, each mounted on an angled pod on the inside of the cockpit.

Even though the stern is far from wide by modern standards, this arrangement offers the dual advantages of placing the helm well outboard for good visibility and of allowing an easy walk-through between the wheels.

Sail plan of the Salona 35

All that was missing on our test boat were the optional folding foot-braces – without them there’s nothing to keep the helmsman on the high side – and some handholds, which could easily be fitted to the forward side of the wheel pods.

A removable brace between the seats can slot into sockets that can alternatively accommodate a table.

Unless you have to fight gravity on occasions behind the wheel, it’s impossible not to enjoy guiding the Salona 35 upwind.

She’s easy and surprisingly forgiving to sail, demonstrating remarkable tolerance if pinched or sailed too deep while making it clear that she’s not appreciating your efforts.

Find the sweet spot, however, and she’s off: this is a boat with a definite groove.

A driver who concentrates will be rewarded.

One whose attention wanders won’t be punished by finding himself alternately stalling and broaching.

Punishment will be in the form of progress that’s simply not what it should be.

Capping an impressive all-round performance, the Salona 35 points like a demon, tacking through around 75° even in the short Solent chop that forced us to sail deeper than we would have otherwise.

Thankfully she didn’t throw any of that chop over the crew.

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Her fine, relatively high bow sliced through it with minimal fuss. Barely a drop found its way abaft the mast.

A fine bow is a feature she shares with most inshore performance yachts.

Where she differs is in carrying her maximum beam further forward than many, as is common among designs influenced by the IMS.

This, combined with a relatively slim hull, can result in a boat that’s less hard-nosed and more inclined to continue in a straight line when pressed.

The Salona 35 certainly scored in those departments, remaining exceptionally well balanced even if we deliberately provoked her by sailing too deep; the helm stayed light and the rudder lost grip only when the gunwale was awash.

That’s a function of the rudder’s design as well. Some designers fit tiny rudders to race boats to minimise wetted area, gaining performance in light airs at the expense of control when the going gets lively.

A glance at the Salona’s underwater profile shows a high aspect-ratio rudder blade that’s almost as deep as the keel.

Being mounted well forward on a boat with a narrower stern than many, it also tends to stay in the water.

The Hamble Winter Series threw up a few breezy races and the crew reported no problems maintaining control on the downwind legs: up went the spinnaker and off went the boat at 11 knots.

Being in cruising mode and with no spinnaker on board, we had to content ourselves with sailing the boat well within her limits downwind.

We slithered along, occasionally semi-surfing, at a lazy 8-9 knots.

It was interesting to sail the J&J-designed Salona 35 shortly after the Bruce Farr-designed Bavaria 33 .

Bavaria have moved away from J&J in favour of Farr, a world-renowned designer of high-performance race boats who created a new Bavaria that sails well for a high-volume cruiser.

Now here I was sailing a boat designed by the team that Bavaria left behind; a team often associated with the earlier and distinctly less-sporty Bavarias, yet whose Salona 35 – with a little help from Jason Ker – was in a different performance league to the Farr-designed Bavaria.

It goes to show that talented designers such as J&J and Farr can create cruisey boats or sporty boats.

It depends what they’re asked for.

Rapid rotations

Back in the Salona’s cockpit, there’s a lot to be said for a full-width track on the sole immediately forward of the twin wheels.

Normally the mainsheet trimmer will play the 6:1 sheet and the 24:1 fine tune, plus the traveller and backstay, but if you’re short-handed the helmsman can easily reach the sheet.

We experienced the importance of this during an unplanned HOB (hat overboard) in Southampton Water.

Recovering a dark-grey beanie from a 35-footer under sail in 20 knots of wind is never going to be easy, and it did take us a few attempts – some of them unsuccessful only because of the lack of a boathook.

Nonetheless, from behind the wheels I was able to control the mainsheet, grabbing several bights to yank the boom into the middle and throw the boat into a tack even when she was barely moving.

With a lot of boats we’d have had to give up and use the engine .

Tie-bars are linked to the stainless steel frame bonded into the bottom of the hull that distributes the loads from the rig and keel. Credit: David Harding

One thing I had found earlier was that, when we hove to, the keel and rudder stalled to the point where we couldn’t gybe round to carry on sailing.

We had to bring the jib across. It’s worth knowing these things in case you have occasion to perform pirouettes under sail.

Back in the marina, more ‘in case’ checks included lifting the cockpit sole to see where the emergency tiller would fit.

It all looked perfectly serviceable, though improvements could be made to the mouldings under the lifting sections that provide access to the rudder head and the stowage in the stern.

Water had clearly been flowing over the lips designed to keep it out, and was pooling inside the hull.

A drainage tube to a skin fitting wasn’t doing its job and its run meant that water would always sit in its lowest point.

Some simple mods to the tooling to channel the water straight through the open transom would solve the problem.

Even easier to change would be the hinges on the cockpit locker lid to starboard. The lid opens to the point where it stands upright, but won’t swing back further to rest against the guardwires.

This presents two problems: it won’t stay open on its own, and the hinges could easily be ripped out of the moulding if someone leaned against the open lid.

Fit and functional

Elsewhere on deck, as you’d expect from a boat with an already-impressive race pedigree, everything seems to work.

Hardware appeared to be up to spec and in the right place, not that we had occasion to use much of it – principally the Harken 46 self-tailing primary winches and the 40s on the coachroof.

A solid wooden toerail edges the deck, unlike on some race boats where it’s discontinued amidships to make life more comfortable for the weather-rail crew (for whom the yard will lower it on request).

There’s even a full-depth anchor locker with provision for a windlass.

One particularly nice feature is the under-deck drum for the headsail roller-reefing.

Where it can be made to work – and there are design considerations that preclude it on some boats – it makes such a difference to the appearance.

The non-slip finish is passable, if not as extensive as I would like, and the hatches are proud rather than flush, providing useful foot-bracing points on an angled deck.

Down below on the Salona 35

For such a sporty cruiser, the Salona 35 has a welcoming interior.

It’s fully fitted, generously proportioned in most departments, reasonably woody and equipped with the usual mod cons.

A moulded headliner has landings to accept the bulkheads. Behind it, alloy plates are bonded into the deck to accept the fastenings for the deck fittings.

It’s not easy to do a lot of structural investigation because all the sole boards are screwed down.

I would prefer to see a few sections that can be lifted without the help of a screwdriver, especially over the strum boxes : blockages might need to be cleared quickly.

If you do lift the boards, you’ll see Salona’s trademark stainless steel frame that takes the loads from the rig and keel.

The chart table is workable, as is the heads, where the wet-locker is a useful feature that would be more useful with the addition of a hanging bar. Credit: David Harding

It’s a reassuring feature that should enable the boat to take a good pounding and the odd bump without drama.

Further reinforcement is in the form of carbon fibre incorporated within the inner moulding, which lines the hull up to the level of the bunks’ backrests.

The hull itself is either a standard hand-laid laminate, or a more expensive epoxy/vinylester infusion to reduce weight.

While few boatbuilders have an unblemished record when it comes to structural integrity, Salona appear to pay more than just lip-service to this rather important issue.

One niggle below decks is the absence of useful little stowage bins or fiddled shelves where you can put things like phones and car keys.

Fiddles are inconsistent, too – running around the fixed part of the chart table , for example, but not along the aft end of the opening lid.

Similar inconsistencies are evident around the galley and saloon table.

Windows in the topsides let light into the saloon and improve the view out. The finish is acceptable but lacking detail. Credit: David Harding

The joinery is neat enough on the whole, if lacking practicality in some departments and anything that gives it character or identity.

Headroom is comfortable for most at 1.85m (6ft 1in) and the saloon berths are 1.88m (6ft 2in).

Roll-over height beneath the cockpit in the aft cabin is an adequate 0.56m (1ft 10in) but it’s a more worrying story when you lift the bunk-top to find that the fixed part of the bunk is wedged firmly on top of the gearbox.

Apart from restricting the vibration-absorbing movement of the engine, it would mean major structural surgery to lift the gearbox before you could change the gaiter around the Yanmar engine’s saildrive leg.

Next to it, the exhaust pipe was bent sharply around the joinery, which had kinked it and started to wear it away.

Salona need to address both these issues sooner rather than later.

By contrast, hinging up the companionway steps to look at the front of the engine reveals an installation that’s neat and that allows easy access to the principal service and inspection points.

PBO’s verdict on the Salona 35

As a performance boat, the Salona 35 is quite something: she’s spirited, amazingly responsive and potentially fiendishly fast yet, at the same time, remarkably forgiving and easy to handle.

Below decks she’s generally functional and more fully-fitted than a good many sports-cruisers, if perhaps a bit bland and in need of some technical tweaks.

If you’re looking for a sensibly- priced cruiser that’s fun to sail and capable of blitzing the opposition on the race course, here’s one that has to be taken seriously.

Responsive and potentially fiendishly fast yet, at the same time, remarkably forgiving and easy to handle.

Yacht's Performance Cruiser Test

See Faurby 370 in Yacht's big performance cruiser test. 

The four-part test by the German magazine compares 6 performance cruisers, having different areas of focus in each part. You can read the latest article in their current issue, or see the videos on the links below:

Part 1: https://www.youtube.com/watch?v=u6lXeiotCXQ

Part 2: https://www.youtube.com/watch?v=8yJxXCZL-_M

Part 3:  https://www.youtube.com/watch?v=e59xsersOtg

Part 4:  https://www.youtube.com/watch?v=T4FIu06Dya4

Conclusion:  https://www.youtube.com/watch?v=0_ShPF5FsfE

• Go back Go back

Thomas Dan Hougaard

Lars Buchwald

Yachting World

• Digital Edition

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2020 Cruisers Yachts 38 GLS

• By Chris Caswell
• Updated: March 3, 2020

In case you haven’t realized, boats are like ice cream. You have to choose your flavor. Some are plain vanilla, some are chocolate, but Cruisers’ new 38 GLS is like the Neapolitan you remember as a kid. It blends the best of all flavors, and it satisfies, no matter what you are craving.

Want to go fast? Think 53 mph. Want to spend the night aboard? There’s a galley, shower and private stateroom. Want wind in your hair? Plant yourself in the bow seating for the ride of a lifetime. Want to just hang out at the local sandbar, splashing in and out of the water? Fold down the beach door that defines this versatile new water toy.

Interior and Accessories

I have no idea what GLS means. Great little ship? Whatever it stands for, it’s quite an amazing bow rider with outboard power, and also the amenities and craftsmanship found on the larger Cruisers Cantius yachts.

This isn’t Cruisers Yachts first foray into outboard-powered dayboats—that was the 338 OB. The 38 GLS proves a whole different vessel. For one thing, it offers the unforgettable beach door that turns a section of the starboard coaming into a fold-down addition to the cockpit, increasing space exponentially while replacing the transom platform lost to the outboards. It brilliantly delivers a great hangout area that’s popular when you’re at a sandbar or playing with water toys.

Cruisers took the concept one step further and—because parents want to keep an eye on their kids—the aft-facing bench backrest swivels to face the “beach,” so parents can do just that.

That takes care of the aft end of the cockpit, and there are still two L-shaped midship dinettes, both with tables, that can handle a mob for munchies from the mini galley. This is equipped with the good stuff, including a grill, sink, fridge and ice maker, but the interesting fillip is putting two bar stools at the forward end of the galley counter. This surprised me because it occupies space usually given to a forward-facing companion seat, but I found the stools very usable. They add two more people to the cockpit entertainment zone and can be used for supervising the beach, and because they tuck into the corner, I was comfortable while the 38 GLS was running.

The skipper gets the best seat in the house, of course, behind the blingy chrome-and-leather tilt wheel facing a black nonreflective dash inlaid with two rows of recessed push buttons for various systems. The joystick and throttle-shifter are exactly where you’d want them, and I liked that you look through the windshield when standing, rather than over it (or at the frame). The varnished nonslip footrest is at the perfect angle, and the seat bolster flips up for standing room if desired.

The portside walkway leads forward (with a closure door for wind and spray protection), and the U-shaped bow seating offers streamlined headrests on the forward-facing lounge. A removable table converts to a sun pad, and I liked the up/down buttons for the anchor windlass on the deck so you don’t have to open the rode locker.

Down below is a surprise to almost rival the beach door: more than 6 feet, 5 inches of headroom. There’s an enclosed head to starboard (6 feet, 2 inches of headroom—wow) with a full shower. The forward settee/dinette is convertible to a berth, but the 38 GLS has a private stateroom tucked under the cockpit with a 6 ½-by-4 ½-foot berth, which is bigger than a double but a couple of inches shy of a queen. That’s more than enough for overnighting and great for secure naps for the kiddies. And a nearby microwave handles morning coffee without leaving the cabin, which is thoughtfully provided with a screen door to eliminate no-see-ums.

Underway, the 38 GLS is fun, with plenty of punch from the standard triple Mercury Verado 300 hp outboards (350 hp Verados are optional), and we easily reached just shy of 53 mph with several people aboard and full fuel. These Mercs give you joystick maneuvering for docking, and they aren’t going to melt your credit card for fuel either.

No big surprises, but the seaworthy hull has two strakes on each side and chine flats to improve stability and throw spray aside. We did doughnuts on Tampa Bay, crossing our wake from every angle, and the 38 GLS maintained perfect poise throughout. The triple Mercs have plenty of punch if you want to yank all manner of water toys, reaching planing speed (25.3 mph) in just 5.5 seconds and flat-out in just 21 seconds.

An option is a 5.5 kW genset to power the air conditioning at anchor and/or the blender for piña coladas at the sandbar. I was surprised that a built-in vacuum is standard, but it makes sense to deal with sandy feet.

If you’re shopping around, take a look at the Sea Ray SLX400 ($708,552). It’s 3 feet longer, but has a similar layout in both the cockpit and cabin, with a beach door.

Learn More About the Triple Mercury Outboards Powering This Boat

A sterndrive version of the 38 GLS is coming, mostly to satisfy hardcore out-drivers or freshwater skippers, and I wondered what was under the big compartment aft on the outboard version. Turns out, the entire seating package rises on gas lifts, revealing a cavernous storage area (or perhaps a mother-in-law suite).

The Cruisers 38 GLS is genuinely likable. Whether you prefer chocolate, vanilla or strawberry, this is one tasty treat.

How We Tested

• Engines: Triple 300 hp Mercury Verado
• Drive/Props: Outboard/Revolution 4 16″ x 18″ stainless-steel 4-blade
• Gear Ratio: 1.75:1 Fuel Load: 200 gal. Water on Board: 0 gal. Crew Weight: 850 lb.

High Points

• Flexible seating next to the beach door.
• Ignition interlock on the beach door prevents up or down use when engines are running.
• Great headroom, not just in the cabin but in the shower too.
• Dark cabin with only two small windows.
• Access to aft cabin is only 22 inches wide, making graceful access or egress difficult.
• Boarding gate to beach and transom is too low (14 inches) to be much use in slowing down kids.

Pricing and Specs

Speed, efficiency, operation.

Cruisers Yachts – Oconto, Wisconsin; 800-743-3478; cruisersyachts.com

• More: 30-40ft , boat tests , Boats , Cruisers Yachts , Cruising Boats , March 2020 , outboards

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Five Performance Cruisers for 2020

• By Herb McCormick
• Updated: May 28, 2020

The 2020 Boat of the Year fleet was diverse and intriguing, but with five very cool new models ranging from 31 to 35 feet, no single class was as large or competitive as the Performance Cruisers. In this size range, even for boats whose purpose tilts more toward the racecourse side of the racer-cruiser equation, it’s not enough to design a boat stripped and laid out for speed alone. No, nowadays, basic creature comforts and reasonable accommodations are not only desirable, they’re mandatory, and nearly every boat in this category will not only be a blast to spin around the buoys, but they’ll all also provide an intrepid crew with everything necessary—decent berths, a serviceable galley, a private head—to get away for a week or two of adventurous cruising (the awesome sailing is a given). So, without further ado, here were the nominees for the Best Performance Cruiser for 2020. If you love the pure and simple act of sailing, each of these pocket rockets will provide one sweet ride.

Beneteau Oceanis 30.1

Of the five boats in this ­collection, the 31-foot-3-inch Beneteau Oceanis 30.1 was the compact yacht best-equipped and spec’d out as a dedicated cruising boat, and not coincidentally, it was also awarded the title of Best Performance Cruiser for 2020. But don’t let her cozy interior accommodations fool you; this is also one peppy little vessel.

One of the major appeals to the judging panel was the 30.1’s versatility. There are four different keel options, or a centerboard. The deck-stepped mast can be equipped with a tabernacle for easy lowering and trailering to a new locale, or for transiting canals. At $160,000, it was also the least-expensive offering in the category. The plusses just kept adding up.

The rig is a single-spreader fractional number with a square-top main, which maximizes power aloft in the sail plan. Our test boat had an overlapping genoa (with adjustable sheet leads) and an optional bowsprit; the standard version has a self-tacking 100 percent headsail. Twin wheels make handling simple, but for old-school dudes (like me), you can also get a tiller. That’s right, a tiller! The transom is complete with a little fold-down boarding step, along with a boarding ladder. At the opposite end, a Facnor headsail furler is stationed beside the Lewmar windlass. The overall attention to detail is terrific.

The Beneteau representative who presented the yacht to our judges said that the goal down below was “to fit a bigger boat in a smaller hull, to install a 35-foot interior in a 30-foot boat.” It was certainly an ambitious plan, and one that was largely successful. The V-berth forward is certainly impressive, and that aforementioned deck-stepped spar really opened up the space below, particularly the central saloon and dining area. At the foot of the companionway, the complete galley is to port and the enclosed head to starboard, which is also the locale of a functional little navigation desk. A good-size aft double cabin is also to starboard. For a small family, or a pair of couples, this is a perfectly fine arrangement.

Thanks to the coachroof windows and overhead hatches, there’s plenty of natural light below deck, which is augmented by efficient LED lighting throughout. The bold hull graphics are certainly attention-getters, and the well-executed dodger a perfect place to get out of the weather. Our sail test was conducted in a decent Chesapeake Bay blow, touching 20 knots, and the boat was nimble and responsive. All in all, it’s an ­impressive package—not to mention, a winning one. beneteau.com ; 410-890-0270

Grand Soleil 34

Way back in the 1970s, when the well-known Italian boatyard Grand Soleil was just getting started, its first model was a Finot-designed 34-footer. With over 300 units sold, it was an instant success, and launched the company on an upward trajectory that spanned the intervening decades, mostly with an ongoing series of much larger, more complex racer/cruisers. For 2020, the builder decided to return to its roots with a completely revamped Grand Soleil 34, and it’s a terrific boat.

These days, there are a ­couple of major rating rules under which racing yachts compete, and a growing movement of doublehanded classes in many major regattas. And, of course, conditions vary wildly depending on where one sails. Grand Soleil has taken all this into account by offering numerous keel, rig and deck packages, so owners can optimize their boat for their particular region or events.

The shallower of the two keel options draws under 6 feet and is fitted with a lead bulb, which is also the recommended cruising configuration; a deeper 7-foot-2-inch foil is also available. There are three rig choices: a standard aluminum stick or a choice of two different carbon spars. Our test boat had twin rudders and wheels, but a single rudder with a tiller can also be had. The optional 30 hp diesel with sail drive was the power plant on our version; a 20 hp auxiliary is standard. See what I mean about optimization?

Whichever performance package you opt for, the accommodations remain mostly the same. But even then, you have choices. For instance, the open layout, in cruising mode, has a roomy double berth in the bow; but you can remove the cushions and their base when racing to convert the space into vast sail stowage. Likewise, much of the oak furniture and floorboards can be replaced with composite materials, or even carbon, for competitive sailors mindful of keeping weight at an absolute minimum.

Either way, a drop-leaf table in the center of the boat is flanked by a pair of settees, and there’s a spacious double cabin aft, to port, while the opposing starboard side includes a roomy head through which you can access a large storage area under the cockpit seat. For cruising applications, there’s storage galore.

We sailed the boat in light air, unfortunately, so we did not have the opportunity to put the boat through its paces properly. There’s no doubt, however, that she’ll haul the mail. mareblu.net ; 619-840-3728

Italia 9.98

Of the five boats that comprised the Performance Cruiser class, in terms of sheer appearance, the futuristic 34-foot Italia 9.98 was easily the most distinctive. There are actually two versions of the boat: the 34 Club—which is the cruising alternative, the primary features of which are its twin wheels—and the 34 Fuoriserie—the racing model, and the one we tested, with its tiller steering being the identifying characteristic.

Both models share the same interior layout, and for ­cruising, the quarters are especially inviting and contemporary. The large double-berth forward is accessed by a large cutaway bulkhead trimmed in teak that doubles as a ring frame, and practically begs you to crawl in and kick way back. Two large, central settees flank the drop-leaf table that’s intersected by the keel-stepped spar.

Both the galley, to port, and the navigation station, to starboard, are most pleasant surprises: The former has a big fridge and gimballed, two-burner stove; the latter is much larger than one would expect on a boat of this size. Engaging details abound, including innovative, removable fabric lockers that can be offloaded when in racing mode, and cabin doors framed in aluminum for durability. Aft, there’s a generous double cabin to port, and a smaller double that also incorporates a big head to starboard. Other than sparing teak trim ­throughout, all furniture and fittings are clean, white composite structures that seem more aeronautical than nautical. Very modern and attractive.

Topside, the cockpit is spacious; the short, molded-in bench seats can be lengthened with dedicated storage boxes, which you can leave on the dock when racing and reinstall when cruising. There’s a good-size lazarette locker aft of the beam-width traveler, which in turn is aft of the tiller. The open transom adds to the overall feeling of being on a larger vessel. The double-ended German-style mainsheet is led below deck, contributing to the minimalistic theme; the sheet leads, naturally, are adjustable. The truly outstanding nonskid is molded directly into the deck.

Our test boat was equipped with an optional sprit to fly reaching and off-wind sails. Another iteration of the sprit includes an anchor roller as well; the boat we sailed did not have a windlass, but there’s provision for one. It would be quite easy to convert this boat from racing mode to a solid cruiser. And you’d turn heads in every anchorage. italiayachtsusa​.com ; 410-279-3027

Beginning with the popular little J/24 way back in 1977, J/Boats has become famous for its steady introduction of terrific racing and cruising boats, almost all of which shared one main characteristic: They sailed like a witch. More than four decades later, having built more than 50 separate, mind-­boggling models, the Johnstone family that designs, markets and sells the brand shows no signs of slowing down. Their latest offering, for 2020, was another fast and fun racer/cruiser: the ­32-foot-7-inch J/99.

Our sea trials for Boat of the Year, conducted in a stiff 25-knot Chesapeake Bay breeze, was easily one of the most memorable test sails in this edition of the contest. The boat was fast, responsive and a joy to steer, perched on the weather rail with an extension for the tiller. Judge Ralph Naranjo was probably the most impressed of all. “It’s one of the most enjoyable small boats I’ve ever had a chance to sail,” he said.

Everything about the deck layout is set up for efficient boat handling. The beam-width traveler is aft but readily at hand; optimizing mainsail trim in the lulls and puffs is clearly a priority, and coarse and fine-tuning options on the mainsheet further simplify this task. Halyards and reefing lines are led to a pair of Harken winches on the coachroof. A Harken furler handles the 100 percent jib. The sheet leads, naturally, are adjustable. In past designs, the company was well-known for its retractable bowsprits, but with the J/99, it opted for a fixed sprit that is more robust and can handle the loads imposed by today’s big asymmetric kites and code-zero reachers. The entire point of this exercise is easily attained—not to mention sustained—performance.

The “cruiser” part of the boat’s racer/cruiser calculation is the lesser of the two, but the boat is by no means stripped out. The head is forward, with the forepeak reserved for sail stowage. But there are good sleeping quarters in a pair of doubles aft, as well as the two settees in the main saloon that flank a central table. Nice teak trim lends warm and welcome accents to the nav station and galley, which was rudimentary on our test boat, but which can also be upgraded with a basic propane stove. Sure, this layout is more of a camper than a cruiser, but it’s also more than serviceable for a dauntless crew. When they gather around at the end of the day, it will be more than adequate for ­spinning yarns about the wonderful sailing they just experienced. jboats​.com ; 401-846-8410

Jeanneau Sun Fast 3300

If there were any doubt about what the 32-foot-9-inch Jeanneau Sun Fast 3300 was designed and built for, it was put to rest by our sister publication, Sailing World —a racing magazine dedicated expressly to the need for speed—when it named the boat its overall Boat of the Year for 2020 . So let’s get that right out of the way: The 3300, pure and simple, is a raceboat. Sure, the interior has the basics to allow its crew to navigate, prepare a hot meal and catch a few winks between watches, but the idea here is to get you there , and as quickly as possible.

The boat is actually optimized for doubleha­nded races, a growing segment of the competitive scene, especially in France, where the boat was designed and constructed. One of the naval architects on the project was Guilaume Verdier, whose design credits include the remarkable 100-footer, Comanche . There are hollows, or “concaves,” in the bow and stern of the boat to promote planing in certain conditions. Jeanneau clearly pulled out all the stops in creating the 3300.

The deck-stepped rig—which will allow the boat to be shipped in a container for owners who wish to campaign the boat internationally—is carbon, of course. The list of tweakable features is endless. Both the mainsheet and running backstays are infinitely adjustable, with fine-tuned cascades for each. There are water-ballast tanks to simulate the weight of a full crew lining the windward rail when sailing in shorthanded mode. A three-dimensional jib – lead ­system provides the ability to dial in exact and precise ­headsail trimming. When ­racing, a five- or six-sail inventory will allow the crew to hoist and set the ideal sail combination for whatever the wind speed, sea state or point of sail.

Regarding the layout below, Sailing World editor Dave Reed wrote: “There’s not much glitz below deck, but that’s the point. The 3300 is no crossover cruiser. Inside the bowels of this white vinylester-infused capsule are nothing but rudimentary accommodations: galley, nav station, convertible settees and pipe berths that fold up to add additional crew berths. If distance racing and putting the boat away wet is what you desire, this is the level of interior you’ll come to appreciate.”

As the great designer Bill Lee once said, “A raceboat is like a jock strap you pull on to go racing.” So buckle up and hang on to your hats. And strap in, of course. jeanneau.com ; 443-221-4203

Herb McCormick is CW ’s executive editor.

• More: beneteau , Cruisers , grand soleil , J/Boats , jeanneau , print may 2020 , Sailboats
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Electric Motorcycles

Harley-davidson’s livewire launches first electric cruiser motorcycle, s2 mulholland.

LiveWire, the all-electric motorcycle company spun out of Harley-Davidson’s electric motorcycle division, has just unveiled its latest electric motorcycle. The new LiveWire S2 Mulholland is the brand’s first cruiser electric motorcycle, and in fact the first cruiser of any major electric motorcycle maker.

It might not look quite like a typical H-D cruiser. Gone are the chrome pipes and leather bar tassels. Instead, LiveWire is calling the S2 Mulholland a “performance cruiser”, and it’s got the specs to back that up.

A 3.3 second 0-60 mph time adds sportiness to the laidback cruiser geometry with taller bars and a more relaxed-looking ride. The use of a 19-inch front wheel and 17-inch rear also gives the bike a squatter rear end.

There’s no cruiser frame, but that’s because there’s not really a frame at all. Instead, the S2 Mulholland uses the Arrow platform seen on the S2 Del Mar, which is centered around a structural battery that allows for multiple bikes to be built around a similar architecture.

When Harley-Davidson’s electric motorcycle brand LiveWire rolled out the S2 Del Mar on a versatile new platform two years ago, we knew it was likely the first of several bikes to share that Arrow setup. We speculated that the next bike could be a cruiser format, and now we’re finally getting a look at that very model in the S2 Mulholland.

Despite sharing the same foundation, the S2 Mulholland certainly carries a bold new design.

As the company explained, “Mulholland represents a shift in design at LiveWire as the company has reimagined the profile and silhouette of the motorcycle—traditionally informed by the gas tank—while also using sustainable materials in key components for the first time.”

That includes minimizing petroleum-based plastics wherever possible, such as in the seat, bodywork, and secondary plastic components.

Hemp bio-composites are used in the fenders, the radiator shrouds and wiring caddies are made from a type of nylon produced from recycled ocean fishing nets, and the seat is made of recyclable silicone instead of leather or vinyl.

On the powertrain side, the S2 Mulholland shares a considerable amount of hardware with the S2 Del Mar, including a 10.5 kWh battery with a 78-minute recharge time on Level 2 charging.

However, it sports a higher city range of 121 miles (194 km) compared to the S2 Del Mar’s 113 miles (181 km), perhaps indicating that they’ve found a way to make the 62 kW (84 hp) motor a bit more efficient.

That range turns into 73 miles (117 km) on the highway at 55 mph (88 km/h). For reference, I own a LiveWire S2 Del Mar and I find that I get around 1 mile per battery percent when I’m in the city and sticking to roads that are posted up to around 45 mph, with occasional sprints up to 55 mph. But it sounds like the S2 Mulholland should do slightly better than the S2 Del Mar on range.

A big part of the bike will likely be its customization options, which LiveWire sounds ready to support.

As the company added, “a range of S2 Mulholland accessories including passenger seats and pegs, windscreens, soft and hard bags, luggage racks, and cosmetic pieces will be launching to further add to the unique riding experience and visual appeal of S2 Mulholland.”

The bike is now available across LiveWire and Harley-Davidson dealerships in North America, where it carries a price of US $15,999 and CAD $21,999 .

The S2 Del Mar expanded to Europe several months after its US launch, though international riders will need to wait until 2025 for the S2 Mulholland to enter international markets.

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Micah Toll is a personal electric vehicle enthusiast, battery nerd, and author of the Amazon #1 bestselling books DIY Lithium Batteries , DIY Solar Power,   The Ultimate DIY Ebike Guide  and The Electric Bike Manifesto .

The e-bikes that make up Micah’s current daily drivers are the $999 Lectric XP 2.0 , the $1,095 Ride1Up Roadster V2 , the $1,199 Rad Power Bikes RadMission , and the $3,299 Priority Current . But it’s a pretty evolving list these days.

You can send Micah tips at [email protected], or find him on Twitter , Instagram , or TikTok .

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