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Dufour 44 Sailboat

Whether for experienced sailors or adventure-seeking lovers of the sea, the Dufour 44 sailing yacht is designed to deliver an unforgettable experience.

Created with the steadfast collaboration of Felci Yachts Design and the Dufour teams, the hull’s sleek design and manoeuvrability at the helm will allow you to tame the seas while enjoying precise and responsive handling. The pleasure felt at the helm will charm new owners and cruising sailors alike.

The art of relaxation at sea

The agility of the new Dufour 44 sailboat in no way leads to a sacrifice in comfort. Her spacious, luxuriously appointed interior, signed by Luca Ardizio, offers everything you need for enjoying some unforgettable relaxing times at sea. From the elegant cabins to the bright, open-plan living spaces, every detail has been designed to provide you with exceptional comfort.

The generous beam will also allow you to enjoy a highly spacious cockpit as well as a bathing platform that’s easily accessible, thanks to its double access… A brand-new feature from Dufour!

A saloon spanning the entire width of the boat and versatile spaces

The saloon layout has been designed to offer maximum space and conviviality. Dufour is introducing a new feature, a hexagonal table giving a new design to the saloon and providing seating for up to 10 people thanks to its movable stools.

A genuine Owner’s cabin

Forward, the Owner’s cabin with its Island Bed and en-suite bathroom surpasses all expectations for optimum comfort. This new 44-footer Dufour yacht has been designed with an emphasis on detail, atmosphere and choice of materials. The result is a warm, light-filled atmosphere, where you’ll find more space and storage than ever before.

Available in 4 versions with 2 galley layouts, for greater comfort

The Dufour 41 yacht offers a total of 4 different layouts, with 3 or 4 cabins, and either a longitudinal galley or a forward galley… Luca Ardizio brings a revisited version of the forward galley, fully in keeping with Dufour’s DNA. The longitudinal galley retains plenty of storage space and a large work surface.

Smoother circulation for greater conviviality and ease under way

In keeping with Dufour’s DNA, the deck layout has been designed to give you a smooth sailing experience that’s full of sensations. The area between the helm station and the two winches has been enlarged to make sail manoeuvring easier. At anchor, you’ll be able to move freely around the plancha grill, thanks to the double access from the platform, which has also been enlarged.

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Technical specs

Construction

• Architect: Felci Yacht Design
• Interior Designer: Ardizio Design
• Hull construction: Infusion
• Deck construction: Injection

Technical specifications

• Overall length 13,91 m / 45 ft
• Waterline length 12,23 m / 40.2 ft
• Hull length 13,10 m / 43 ft
• Max beam 4,45 m / 14.6 ft
• Light displacement 10 200 kg approx
• Draft 2,2 m / 7.2 ft
• Keel weight 2850 kg
• Fuel tank capacity 250 L
• Water tank capacity 250 L + 180 (option)
• Engine power 50 CV / 50 HP
• Sail area 100m² / 1076 sqft
• Mainsail 53m² / 570 sqft
• Genoa 46m² / 495 sqft

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Dufour 530 Standard

Sailboat specifications.

• Last update: 11st April 2020

Dufour 530's main features

Dufour 530's main dimensions, dufour 530's rig and sails, dufour 530's performances, dufour 530's auxiliary engine, dufour 530's accommodations and layout.

Similar sailboats that may interest you:

The Dufour 29 is a 29.33ft masthead sloop designed by Michel Dufour and built in fiberglass by Dufour Yachts (FRA) between 1975 and 1984.

The Dufour 29 is a moderate weight sailboat which is slightly under powered. It is stable / stiff and has a low righting capability if capsized. It is best suited as a coastal cruiser.

Dufour 29 for sale elsewhere on the web:

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Dufour 412 and 460 – tested and reviewed

What difference does five or so feet make when it comes to selecting a yacht? Everything and nothing – as  Sam Jefferson discovered when he tested the Dufour 460 and 412 Grand Large

Boat testing can be a hugely rewarding and enjoyable pursuit, but there are times when it can lead the protagonist to slump into a spell of existentialist angst. This generally coincides with indulging in too much of a good thing. I must confess I may have reached that point; in the last month I have tested two Hanses, three Beneteaus and one Dufour. I now sit here trying to write this epistle with a growing sense of impending doom and my main issue is that they were all simply rather too good at what they did. As a tester, what you’re looking for are obvious defects and the problem, these days, is that yachts simply lack that: it’s not like in the 1970s and 80s where, once in a while a manufacturer would come up with a yacht so unremittingly bad that it was embarrassing. CAD design has taken the random factor out of design and economics dictate that the manufacturing giants simply cannot afford to build a truly bad boat. The result is unremitting consistency of quality. That’s good news for you, the consumer, but liable to precipitate a nervous breakdown in a reviewer.

Anyway, just to make things even trickier for myself, the decision was taken to run a comparative test between the Dufour 460 and the Dufour 412: two yachts which, if observed by the untutored eye, might be deemed identical. I confess I have a tutored eye, but certainly on first viewing of the pair had some sympathy with the untutored one. Of course, it’s perfectly natural that two yachts in the same range should bear more than a passing resemblance. What I was really looking for here then was how great a benefit it was to choose the 460 over the 412. Or vice versa. What set them apart? In theory it should have been more than met the eye, as the 460 Grand Large is a brand new design, while the 412 is a sort of MkII of the old 410. The addition of a fixed bowsprit and a few other refinements being the main difference. So she’s actually a couple of years old now; a different generation to the 460 – at least in theory. In practice, both look strikingly similar, having both been designed by Umberto Felci. Both feature a similar hull shape which features remarkably broad hindquarters (maximum beam is a substantial 13ft 9in on the 412 and 14ft 4in on the 460) combined with a hard chine to provide simply acres of space aft. Both feature a decent amount of freeboard, plumb bow and straight transom. Although the chine aft is starting to fall out of favour again in some circles, neither look dated and, although both are definitely out and out cruising yachts, there is a certain sportiness to their looks compared with the equivalent Jeanneau or Beneteau. On closer inspection I found that the 460’s greater hull length (44ft 2in compared to 39ft 3in for the 412) meant that she carried off her high freeboard slightly better, but in all honesty, there wasn’t much in it.

Step aboard and you immediately understand why Dufour labelled this range Grand Large. All that beam aft makes for an immense cockpit on both yachts. In contrast to many yachts of this ilk, the cockpit also has a nice enclosed feel on both models, with lockers built into the aft end of the yachts to starboard.

This gives you a slightly narrow gap through to the bathing platform on the starboard side but allows for extra storage. Dufour provides the option for a barbecue, fridge and sink area built into the locker which is doubtless a nice touch for cruising in warmer climes when outdoor living is highly desirable and the cook can feel rather isolated and get rather overheated down below. It’s a luxury, but gives you an idea of how much space is available out here and Ed Miliband would doubtless also concur that two kitchens are vital unless you are trying to win an election. Drop down the transom and there is a good storage area beneath the cockpit sole where you can tuck in a liferaft or deflated dinghy.

Despite this reduction in space, the cockpit still feels big and roomy – obviously this is proportionately more so on the 460, however both feel huge and very similar. The cockpit table is a big, substantial structure which helps break up the immense width of the cockpit which is important when heeling over as you end up feeling a little vulnerable otherwise. Both share the same running rigging controls too, with a pair of primary winches well aft and within easy reach of the twin wheels to port and starboard which are augmented by a pair of smaller winches on the deckhead which are used for controlling the mainsheet which is set forward of the cockpit on a traveller. In this respect, Dufour has eschewed a recent trend which has been to have four winches aft with all running rigging going to them via channels set in the cockpit coamings. This means that it is even easier to singlehand, but it does lead to a lot of ropes emerging in the same place and there is an argument for splitting the controls over two separate areas. The biggest difference between the 460 and the 412 in this respect is that the 460 comes with a self tacking headsail as standard, although this is certainly something you could request is retro fitted on the 412.

All the main control lines run in channels beneath the deckhead, keeping things nice and tidy on both boats. Sprits upfront are becoming the norm rather than an option these days and that’s the case with both the Dufours. It’s something that undoubtedly makes setting your gennaker that bit easier and having the anchor further outboard away from the plumb stem is always a boon, although it is pleasing that Dufour opted to retain the stainless steel sacrificial strip along the stem as this will take much of the stress out of raising and lowering the anchor.

As you’d expect from a cruising yacht, the deck stepped rig is fairly modest, particularly on the 412, which features 71m 2 of sail compared with 99.8m 2 for the 460. This seems like a disproportionate increase in sail area for the 460, so perhaps a little extra drive was deemed necessary. Something else that sets the Dufours apart from their rivals is the very low gooseneck with the boom canted upwards as it runs aft. This not only lowers the centre of effort slightly, it also makes accessing the mainsail easier when raising, lowering and stowing. Anyone who has spent much time wrestling with those awful fold up mast steps will confirm this feature is a real boon.

Now, I’d have to say that so far I was struggling to see the benefits or even a huge amount of difference between the 412 and 460. Yet, as soon as I stepped down below, there was a very tangible change in the feel. Don’t get me wrong, both were extremely roomy, while generous skylights and a light oak finish made both feel very light and pleasant on a bright, sunny day. Yet the 460 definitely had a distinct edge – at least in my opinion – over her smaller sister. She felt huge down below for starters and clearly a lot of thought had gone in to creating a really pleasant habitable space. While the 412 has a traditional L shaped galley aft and to starboard, the 460’s cooking area has been shifted forward so that it is just abaft the forward cabin with the cooker and sink set to port and the fridge to starboard. This not only makes for a nice compact and practical cooking space, but it also opens out the broad aft section to make for a truly roomy living area. It works really well, and my only minor reservation was that the sink/worksurface was a tad narrow. The standard layout on the 460 featured two cabins aft with a shared heads compartment and a roomy forward cabin with ensuite heads. Yet there was also the option of three cabins/three heads and even four cabins and four heads. The 412 featured two cabins in the standard version with a single heads compartment aft. There was the option of twin doubles aft with an ensuite forward too.

Conditions on both test days featured disappointingly light breezes that only grudgingly nudged ten knots at best. Perhaps this was fortuitous in its own way, as I have been told that the Dufours are strong performers in heavier breezes, and I was intrigued to see how sticky she would be in the light given that their aft sections are so broad. Felci has certainly drawn up a sporty enough looking hull, yet the 412 displaces 8,940kg and the 460 10,760kg, so neither is exactly a lightweight flier. Thankfully, both proved to be competent performers despite the extremely modest conditions and I was able to coax a good 5.5 to 6kn out of each close hauled in some of the better puffs of breeze.

In the light stuff, I can’t say I felt a significant difference between either in terms of performance and I imagine it is only higher up the Beaufort scale that the 460’s greater potential for speed – by merit of her longer waterline – becomes evident. Both behaved very well under sail and neither felt sluggish despite the fickle breezes and the helm had very good positive feel. The addition of a bowsprit and the ease with which one can now set a Code 0 is also a bit of a game changer for cruisers as it makes setting a substantial sail almost effortless and transforms light air sailing. In addition, one would imagine that in more boisterous conditions, both the 460 and 412 would be a really strong performers off the wind as their hull owes something to the IMOCA 60s.

Sam’s Verdict

Dufour never set out to revolutionise the way cruising yachts are designed with its Grand Large range. What it has done is produce a really voluminous cruising range that is smart, modestly sporty and very comfortable. You may say that all the other big manufacturers are capable of that too, so your choice will come down to the little differences and nuances. As an example, I particularly liked the feeling of space you got on the 460 compared with some of her rivals. In terms of what you get when you choose between the 460 and the 412 I must confess this isn’t hugely obvious until you head down below where suddenly all that extra volume becomes immediately apparent. Other than that, it is more about a selection of incremental benefits such as a slightly more powerful rig, marginally bigger cockpit and so on.

Specifications

460 LOA 46ft 5in (14.15m) LWL 41ft 1in (12.54m) Beam 14ft 4in (4.37m) Draught 7ft 2in/6ft 4in (2.2m/1.95 m) Displ 23,722 lb (10,760 kg) Sail area 1,074sq ft (99.8m²) Water 530l Fuel 250l Engine 55 hp Volvo Designer Umberto Felci Base price £184,000 As tested £239,000

412 LOA 40ft 6in (12.4m) LWL 36ft 6in (11.2m) Beam 13ft 9in (4.2m) Draught 6ft 10in (2.1m) Displ 19,668lb (8,940kg) Sail area 860sq ft (80m²) Fuel 200l Water 380l Engine 40hp Designer Umberto Felci Base price £137,000 As tested £165,000

Dealer Universal Yachting universalyachting.com 01243 697274

South West:  South West UK Marine, Brixham Marina, Brixham, Devon, TQ5 9BW South Coast: Universal Yachting, Mercury Marina, Hamble, Hants, SO31 4HQ East Coast: Westwater Yacht Sales, Titchmarsh Marina, Walton on Naze, Essex, CO14 8SL Ireland: Crosshaven Boat Yard, 1111 Crosshaven, Co Cork

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Crash of an Ilyushin II-12P in Krasnoyarsk: 7 killed

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Dufour 1800/25

Dufour 1800/25 is a 25 ′ 1 ″ / 7.7 m monohull sailboat designed by Michel Dufour and built by Dufour Yachts starting in 1979.

• 1 / 2 Stamford, CT, US 1984 Dufour 1800/25 $6,500 USD View
• 2 / 2 Stamford, CT, US 1984 Dufour 1800/25 $6,500 USD View

Rig and Sails

Auxilary power, accomodations, calculations.

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

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

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

Sail Area / Displacement Ratio

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

SA/D = SA ÷ (D ÷ 64) 2/3

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

Ballast / Displacement Ratio

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

Ballast / Displacement * 100

Displacement / Length Ratio

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

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

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

Comfort Ratio

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

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

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

Capsize Screening Formula

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

CSV = Beam ÷ ³√(D / 64)

The Dufour 1800 was the successor to the Dufour 25, introduced in 1979. 200 1800’s were built in 3 years. A lifting keel version was also available. 1800 refers to the displacement of 1800 Kg.

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