kraken 50 sailboat data

• Yachting World
• Digital Edition

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

• November 21, 2019

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

Product Overview

Manufacturer:, price as reviewed:.

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

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

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

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

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

Cruising independence

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

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

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

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

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

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

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

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

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

The rigours of cruising

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Fuel polishers are an extra guard against fuel contamination

System security

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

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

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

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

Below decks

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

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

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

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

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

Yachting Monthly

• Digital edition

• David Harding
• September 19, 2019

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

Credit: David Harding

Product Overview

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

Price as reviewed:

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

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

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

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

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

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

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

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

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

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

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

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

THE TEST VERDICT

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

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

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

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

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

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

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

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

WOULD SHE SUIT YOU AND YOUR CREW?

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

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

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

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

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

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

FACTS AND FIGURES

Price as tested: £800,500

LOA: 15.70m (51ft 6in)

Hull Length: 15.24m (50ft 0in)

LWL: 13.68 m (44ft 10in)

Beam: 4.50m (14ft 9in)

Draught: 2.3m (7ft 6in)

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

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

Ballast ratio: 35.6%

Displacement / Length: 198

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

SA/D ratio: 19.2

Diesel: 850 litres (187 gal)

Water: 670 litres (147 gal)

Engine: 80 hp

Transmission: Shaft

RCD category: A

Designer: Kevin Dibley

Builder: Kraken Yachts

Tel: 00 852 26189335

Website: www.krakenyachts.com

This well-appointed offshore cruiser is made to cross oceans in style

K evin Dibley, the designer of the new Kraken 50, is an old mate of mine and always provides me with enough “meat” to the design to allow me to do an accurate review. For that I  am grateful. This new luxury cruising boat is built in China by Hansheng Yachts and is designed to combine comfort and performance. We hear that all the time but in this case, with Kevin as the designer, I think we can actually believe it.

It’s nice to have a full set of hull lines. This is a beamy boat with an L/B of 3.39 on a beam max of 14 feet 9 inches. Beam is carried well aft as is the current style. It’s hard to argue with the additional deck space and interior volume this creates, along with more sailing length, additional stability and a huge swim platform. Draft is 7 feet 6 inches with all the lead ballast near the keel tip for a very low VCG. Everyone likes a stiff boat.  

On a boat this size I would like to see at least a partially balanced rudder and Kevin echoes that feeling. But the client wanted a full skeg and that’s what he got. Skegs can be a challenge to build and the lack of “balance” area to the rudder means you can end up with more helm pressure than you would like. But, if the boat is well balanced,  and I suspect this one will be, it should not be an issue. 

I like the fact that Kevin gave the bow just a bit of overhang by adding a weldment to extend the anchor roller forward of the stem so that the anchor can clear the stem. 

The D/L is 203. There is some deadrise to the forward sections but this fairs out just aft of amidships and goes to a section aft that is tangent on centerline, i.e. no deadrise aft. There is just a hint of spring to the sheer because a generous sheer spring does not work well with this kind of contemporary styling. Kevin designs his hulls to a prescribed curve of areas. This curve maps the distribution of volume throughout the hull. This is not an unusual way to design hulls and has been used by some very successful designers.

The layout is designed for two couples with an additional small cabin forward with stacked single berths. There are heads with shower stalls forward and aft. 

The galley runs along the passageway to the aft cabin on the port side. I’ve done this before and it works quite well. It’s quite a large galley with a lot of counter space. The nav station is tucked along the cockpit well to starboard. There is a long settee to port in the saloon and an L-shaped settee to starboard with a small dining table. For me, this is a problem. Without adding a folding chair or two I can’t see more than three people dining comfortably at this table. 

The forward head is accessible from the saloon and the forward stateroom. The raised cabinhouse with its big windows will let in a lot of light, but the lower edge of the big window is above your eye level and that would bother me. I’d have to stand on the settee to see out the windows. There is an optional layout that leaves out the small cabin forward, brings the double berth aft adjacent to the head and offers a lot more room in this area.

I like the profile of this boat. The long almost flush deck forward works great aesthetically and pragmatically. The tall, raised cabintrunk helps take the curse off the high cockpit profile and tall cabintrunk aft. It’s all nicely integrated. 

Climbing in and out of the cockpit might be a bit awkward, but the cockpit is unusually large and roomy for a center cockpit boat. The well opens up aft to allow for a large diameter wheel. Winches and line controls are all handy to the helm position. The mainsheet traveler is aft of the cockpit and provides close to end boom sheeting. That’s good. The broad swim step aft will be perfect for people like me who’s knees are not what they once were.

The rig is a tall, SA/D 19.2, sloop rig with a self-tacking working jib tacked just aft of the stem. In light air you would use a genoa tacked at the stem. A short, deck mounted bowsprit gets the tack of the asymmetrical chute away from the headstay. An 80-horsepower diesel will bring you home when the wind dies.

It’s always a pleasure to review a Dibley design. I wish Kevin and the Kraken boys success with this project.

LOA 50’; LWL 45’10”; Beam 14’9”; Draft 7’6”; Displ. lightship 37,148 lbs., loaded   46,297 lbs.; Ballast 14,330 lbs.; Sail area 1,445 sq. ft.; SA/D 19.2; D/L 203; L/B 3.39; Auxiliary Yanmar 80-hp; Fuel 227 gal.; Water 185 gal.

Our best estimate of the sailaway price:   $839,000

Kraken Yachts Ltd

A3, 8/F, TML Tower

3 Hoi Shing Road

Tsuen Wan, New Territories

+852 2618 9335

www.krakenyachts.com

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Kraken 50 boat test

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

All photos by  Trystan Grace

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

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

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

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

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

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

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

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

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

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Bluewater Sailboat – Kraken 50

Kraken 50 defines itself as semi-custom Bluewater Sailboat, but their very strict guidelines on what makes a Kraken a Kraken imply that they are less flexible on some elements. Finally, they use a modular approach to the interior, with the boats divided into three sections: bow, midship, and aft, and it also offers alterations in all three areas, giving a wide range of layout options.

• Price from:£635,000
• LOA:15.70m (51ft 6in)
• Hull length:15.24m (50ft 0in)
• LWL:13.68 m (44ft 10in)
• Beam (max):4.50m (14ft 9in)
• Draught:2.3m (7ft 6in)
• Displacement:18,250kg (40,233lb)
• Ballast:6,500kg (14,330lb)
• Sail area:134.2m2 (1,445ft2)
• Engine:80hp
• Water capacity:670lt (147gal)
• Fuel capacity:850lt (187gal)
• Sail area/displacement ratio:19.2
• Displacement/LWL ratio:198
• Design: Kevin Dibley/Kraken Yachts

The original Kraken 50 was released in China in 2018. Kraken’s headquarters were in Hong Kong at the time, but have since relocated to Turkey, where an additional production facility has been established to serve the European market. Since then, the company has undergone a transformation, with production shifting to Turkey in 2019. The Kraken 50’s hull form, deck layout, and interior were all changed using new moulds. As a result, the boat is at least an MK2, although it could be much more.

Some of the most inspiring production yacht lines have emerged as a result of a man starting by building the boat he desired for himself; one he couldn’t get anywhere else. There have been many one-offs developed in this manner, but the chances are that if the market cannot offer what one person want, other people are in the same boat – or would like to be if it existed. This is especially true for one developed for serious offshore cruising and pays little attention to present trend.

This is the ultimate bluewater cruiser, built from the keel up with a steadfast refusal to compromise. Kevin Dibley of New Zealand designed the hull lines, and the initial requirement was an integrated keel and a single rudder protected by a skeg. This means that in the event of a collision, it will be in the greatest possible shape to keep keel and steerage. Integrated keels (a keel moulded into the hull when the boat is laid up in the mould) are rare these days, but Kraken has gone one step further with what it calls the Zero keel, which features a lead bulb right at the foot of the keel, exactly where it’s needed, and is moulded in when the yacht is built. This means no bolts and a torpedo bulb, which keeps practically all of the keel’s weight in the most effective position – directly at the tip. Furthermore, the rudder skeg, which has a large steel structure, is moulded in, offering great protection. The yacht’s construction is unusually thick, with a minimum laminate thickness of 18mm and Kevlar reinforcement in vulnerable areas. For further security, there is a crash bulkhead at the bow.

Aft of the cockpit is a little bathing platform with a large swimming ladder and gorgeous stainless steel davits for the dinghy. The first thing to notice after stepping aboard is the central cockpit and single helm position. This is the most feasible option for a blue water cruiser, but it is becoming increasingly scarce. This is a nice place, with the helm raised somewhat above the seating area for greater visibility. The helm has a really comfortable seat since, as Beaumont points out, this is where you’ll be sitting for a long time on a blue water journey.

Another good feature is a fuel filler inset into the deck under a flip-up cover, with the filler caps themselves elevated up to ensure water infiltration is minimized while also eliminating the problem of fuel spillages on the deck. The port and starboard tanks may be filled from here, eliminating the need to drag the fuel hose across the coach roof. The decks are simple up front, with the most prominent feature being the enormous stainless steel bow plate, which incorporates the anchor roller and windlass and appears to be overspecified. The bow roller also has a small spirit for Code 0, which can be removed to offer an emergency backup roller. Following this is the anchor locker, followed by a large storage room that might serve as a crew quarters but has been designated as storage. Because it is entirely waterproof and walled off from the rest of the hull, it also serves as a crash bulkhead.

Now you can also precisely calculate the expenses related to boat ownership to make smart choices based on your budget and sailing needs. Use this bluewater Sailboat Calculator to explore different options and make the best decision.

The interior is designed by a New Zealand design team, who managed to achieve a wonderful balance with a place that seems modern but not jarringly so. The sheer quality of the woodwork is another thing that strikes you; Turkish boatbuilders have long had a reputation for great carpentry and steelwork skills, and these are evident throughout the boat. The design of the below-deck saloon guarantees light space with plenty of space. The skipper’s chair, which is situated to port and completely adjustable, provides excellent views forward and to the sides, while a strategically placed hatch allows keeping an eye on the rigging overhead. A nice and spacious seating space is located on starboard. Moving forward, the galley is straight and perfectly sized for bracing yourself while cooking. The galley has numerous innovative elements, like a sink layout with two bins on either side, one for biodegradable waste and one for regular trash, as well as a strategically situated portlight that allows to hand food, cups, and other items directly from the galley to the cockpit. There are twin drawer fridges, a drawer freezer, and an induction cooktop aboard this Bluewater sailboat – no gas at all. One final point to mention is the amount of storage available. A very well-appointed master cabin is located aft of this. This is a spacious centre cockpit boat with plenty of headroom and natural light. Again, storage is great, and the double is remarkable for having foldable leeboards. To starboard is a bunk room, to port is a second heads with a separate shower stall, and beyond that is a basic single berth. To be honest, there are a few layout variants up here, but it’s preferable to look to the website and some illustrations.

Performance

It’s very obvious that this is a Bluewater sailboat built to excel in full sail, brisk trade winds. Kraken performs admirably in erratic conditions  with 7kn-12kn along her 18,000kg displacement which potentially hamstrings her. Despite the fact that Code 0 was still at the sailmaker’s, the huge fore triangle and enough mainsail ensures smooth operation along at 6kn plus. The boat is intended to put the first reef in at 15kn, which gives an idea of the rig’s power. Unfortunately, the blade jib was not necessary, but the idea is that with a Solent rig, have a sail that sets precisely for upwind work while still having the ability to drive upwind. The issue with a cutter rig is that the nicely designed headsail is frequently insufficient to provide appropriate power.

A skeg-hung rudder is always heavier than the finger-light touch of a balanced rudder, and the Kraken 50 was no exception. Despite this, it had a considerable amount of feel and was quite light under power. It would have been ideal to test the boat in a stronger wind, but this was not possible. The sailboat was very well balanced and poised, with a delightful motion. The boat behaved well under power.

Kraken is the sailboat that can withstand storms, continue sailing after colliding with a submerged object in the middle of the ocean, and ensure that the occasional brush with a rock or a reef is nothing more than a small nuisance. This ‘survival by striking things’ attitude is key to how Kraken designs boats, and it explains why Beaumont believes the keel should be a structural component of the hull. That implies no bolts: a return to the keels seen on ‘real’ cruising yachts, but without the slack bilges and wineglass sections. Kraken’s underwater shape is more akin to that of a modern yacht with a bolt-on fin, a tighter hull-to-keel radius, a smaller keel section, and, most importantly, a bulb at the bottom carrying the majority of the ballast. The bulb of the Kraken is built within the integrated keel. This took some tinkering, but the end solution is a keel that becomes a part of the hull structure while avoiding most of the constraints associated with standard encased keels.

Quick Notes

• The Kraken can carry a good spread of sail because of its thin keel section and low center of gravity: the sail area/displacement ratio is nearly 20. Passage-making is more enjoyable in gentle breezes, and it’s better to sail fast enough to get out of the way of storms rather than bobbing around in the middle of the ocean waiting for them.
• The Kraken 50, on the other hand, gives conventional, tried-and-true features a modern twist.
• The sailboat is faster, sleeker, more enjoyable to sail, more maneuverable, and easier to manage thanks to the 21st-century design, technology, and aesthetics than older boats that would-be Kraken purchasers may otherwise be lured to.
• She also provides a significant challenge to modern boats intended for blue-water voyagers, not least since she is quite reasonably priced.
• The inclusion of a few interior aesthetic touches, such as the migration to Turkey, will make her even more difficult to overlook. 

Looking for a used sailboat for sale? Check out the Bluewater sailboat data and specs to make an informed decision. Ocean Wave Sail has data for over 10000+ boats that can help you select one to meet your sailing needs.

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Sail monohulls 50ft >,        kraken boats for sale, kraken 50 boats for sale.

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Interesting Sailboats

Saturday, march 18, 2023, kraken 50 versus pegasus 50, a comparison between two bluewater yachts.

8 comments:

Excellent, detailed and thorough study, very impressive, THANK YOU... love the Pegasus even more! WOW!

Let me mention one thing about the hydraulic steering which is on Pegasus 50 : It's true - no response when hand steering - 100 % true but : a.) the amount of hand steering is below 3 % (in my case) since I sail the boat single or short handed b.) the hydraulic system is much faster then the mechanic one with an electric pilot c.) the system is totally reliable, I had problems at the beginning but since Pegasus connected the rudders with a bar (which is somehow standard) the system works totally well. d.) the power consumption is lower - and again it's all about reaction speed ( I use it with a H5000 environment) ...e.) the system is totally redundant, at least in my case (2 Rams / 2 controllers / 2 pumps / 2 MHU (mast head units) ....and this is what is counting if you are doing shorthanded offshore passages....Very cool comparison ! Thank you !

Hi Markus, Thanks. I will correct the post. I thought your boat had already a manual rudder system. What you say makes sense, but I would not like to have a boat with an hydraulic system, but I don't do mostly long passages and like to hand steer when the conditions are demanding, and the boat goes fast. You are a lucky guy, you owned two boats I like a lot, the Luffe 45 and now the Pegasus 50. I sailed one of the first Luffe 40, I liked it, but my wife would not have it: too much heel.

You're right...I had a Luffe 40 (#5) before the Luffe 45...I liked her also totally ;-) ...but to do long passages or even for the Caribbean the P50 is just so cool....and I really learned that the permanent roof is so much comfort, especially in heavy weather ! Cheers Markus

It's hard to read your blog with a picture behind the text which makes the text close to impossible to read. This is terrible user design and makes me question your viewpoints on boats.

I have no complaints, however if you are reading it in a smartphone you should read it with the phone horizontal. With the photos it works better that way.

Hi Paulo, I agree with you that the Kraken Keel ist nothing more than marketing, some kind of signature feature for the yard to assert themselves in the market of premium bluewater cruisers. Nevertheless, the boats are interesting. Some kind of Oyster look without Oyster pricetag. I think when it really comes to safety or fears of grounding/keel loss, the customers would go for Centreboarders or swing keels. Regards Gabriel

I tried to login to show my colours but Blogspot does not like my Google Account? anyway - I have looked at Pegasus seriously - but an issue with a Pegasus with Jafa steering like they offer now - a dinghy will no longer fit in the tender garage. (As per Miha) - so you only have a gigantic "storage room" aft. The interior layout is "interesting" but looks like best of Ikea. I doubt it will look great after being used for 15 years. As I have not test sailed Pegasus yet - I can't comment fully on the electrical part - but the electrical boats I have tried with Ocean Volt systems - have been "interesting" to say the least. There are MANY operational limits / inconveniences on the SD15 system. It costs 150k Euro extra - it is not worth the expense IMHO. You would have to sail a LOT of miles to regain the CO2 spent on creation of the SD15 system and batteries before you are even CO2 neutral vs a diesel engine. /Kaz

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Crafted for life, the birth of a blue water yacht.

• May 1, 2022

The Latest Kraken 50

This month we will take a brief intermission from the Kraken 58 Birth of a Blue Water Yacht series to bring you an update on the latest Kraken 50 which will launch in April. As the finishing touches are made prior to launch, we would like to show you a retrospective of the build from the start to the present.

The first step, as always, is to spray the gelcoat in the pre-waxed mould. This boat owner has selected a white finish for the gelcoat.

Once the gelcoat is finished, lamination starts. After the outside skin, the structural foam is cut, laid and laminated using vacuum bags.

The ZERO Keel™ receives its massive 6.4-tonne lead ballast. The keel mould is actually split in two at this stage, allowing us to laminate the space within the keel prior to the lead being inserted. Both sides of the keel mould are connected and the lead is laminated into place from the keel sump. This allows us to build the only fully integral keel in the world with no bolts, including an integrated ballast bulb.

The structural stringers and frames are again cut from structural foam and laminated into place. This is a very different approach to most production yachts of today which use a one-piece skeleton that is bonded to the hull. Each structural element in a Kraken yacht is laminated in place and our transverse frames extend from the chainplates all the way to the keel base to distribute keel and rig forces. This provides the ultimate structural integrity.

With the structural elements installed, the bulkheads are the next to be installed. Again, these are made from structural foam and laminated into place. Along with the frames, the bulkheads help produce a very rigid hull.  

One of the milestones of the build is the day the hull is removed from the mould. The mould is split apart and cranes lift the hull so that the two halves of the mould can be moved away. She looks stunning.

Meanwhile, lamination takes place on the deck mould through the same steps as the hull.

Once the deck is finished, it is released from the mould and the various hatch plants are removed before receiving the final touches.

After a dry run, the deck is raised up and onto the hull where it is bonded into place.

Whilst work continues on system installation within the yacht, the carpentry team builds and mocks up each cabin’s cabinetry. This boat owner has selected an afrormosia interior with afrormosia and ash striped cabin sole. Here we see the galley cabinetry being mocked up.  

The cabinetry around the navigation station.

The saloon sofa area. Once the carpentry team are happy with the mock ups, they are sent to the varnishing paint shop.

Here we see a section of the afrormosia and ash cabin sole, prior to varnishing.

The stunning finished cabin sole sections are all ready to be moved to the boat. Afrormosia has a lovely colour and is complemented well by the ash stripe.

The carpentry team also work on the cockpit table.

The finished table is ready to be taken to the paint shop for varnishing. The team was very proud to show off their craftsmanship.

And finally, the varnished table elements are stored in the drying room before being taken to the boat.

With the deck in place, the team starts to install the stainless steel equipment, deck hatches and prepares for the Flexiteek synthetic decking.

Within the yacht, the cabinetry is prepared prior to the final appliance installation.

The system installation is ongoing. The electric cables and plumbing need to be easily accessible and labelled clearly.

The deck is now laid, the stainless stanchions, deck gear, hatches and windshield are all in place. A water test needs to be performed overnight to ensure there are no leaks. We run a long term soak test and pressure test over a 12 hour period to ensure there are no leaks to the interior of the yacht.

The Kraken 50 is prepared and loaded onto a truck. We are now ready to head to the launch point. Check back next month to see our coverage of the launch or subscribe to our social media channels.

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• Beam Overall 12.54 ft
• Draft 6.58 ft
• Sail Area 1099.5 sq.ft

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• Draft 8.7 ft
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In The Yard

Take an exclusive look behind the scenes at what goes into the building of a Kraken yacht, not just the finished article. 

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Kraken Yachts

Kraken design, the zero keel™.

The Zero Keel is part of the hull and it can never come off. There are no bolts used anywhere in the construction of the keel or hull.

Build Structure

All Kraken yachts are built with a substantial interior structure to ensure keel delamination and failure cannot occur.

The Alpha Rudder™

This comprises four unique features which hugely improve the crews ability to continue steering throughout circumstances that would disable most other yachts.

Ocean Sailor

The Ocean Sailor Podcast is a blue water cruising chat show. Our hosts, the two Dicks (Durham and Beaumont), explore blue water sailing topics.

Ocean Sailor Magazine was a monthly magazine created by Kraken Yachts and launched in January 2020.

With eight categories to choose from including tails of the sea, sailing skills and even great recipes for cooking in your galley, there are hours of reading to enjoy and learn with Ocean Sailor articles.

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