oyster 495 yacht review

Yachting Monthly

• Digital edition

Oyster 495: the dream boat that sets the bar

• Sam Fortescue
• January 2, 2023

Oyster have long set the standard for luxurious blue-water cruisers, and the Oyster 495 is the new baby in the range. Even if you’re not in the market for one, it’s nice to dream, says Sam Fortescue

Product Overview

• High build quality
• Very stable
• Modern hull shape
• Flexible sail plan
• Accessible technical spaces
• Lots of deck stowage
• Numerous interior steps
• Limited clothes storage
• Captive main/jib halyard

Manufacturer:

Price as reviewed:.

Following an era which saw Oyster yachts getting progressively bigger and bigger, the iconic British boatbuilder has shifted its gaze back to the sort of boats that made it famous. And the first fruit of this welcome development is the comely Oyster 495.

The best part of £2 million all told, she is eye-wateringly expensive. So why sail her?

Well, this iconic British brand has long set the standard when it comes to offshore and ocean luxury cruising yachts, so it’s worth seeing, if only to measure other boats against.

The cockpit is deep, secure and well-sheltered. Credit: Morten Strauch

Even if you haven’t got that kind of loose change in your pocket, it’s nice to dream, isn’t it?

Freshly designed from the keel up, this is a that boat aims to combine comfort, quality build and reliable blue-water passagemaking with features found on the bigger boats.

Drawn by Humphreys Yacht Design, the Oyster 495 is the first new model since Richard Hadida bought the business in 2018.

‘She’s a go-anywhere adventure machine capable of taking her owners to the four corners of the globe,’ says Hadida, for whom this first boat has been built with a huge array of extras.

Oyster 495: a new icon

Approaching the Tuborg Marina in Copenhagen to join ship for the overnight passage to Kiel, there was absolutely no mistaking this boat, whose glossy black carbon mast gave her away long before I spotted the trademark Oyster eyebrow.

Hull number one, which is on a promotional world tour lasting well into 2023, also has a bold turquoise vinyl hull wrap.

Solo sailing is feasible thanks to almost all controls being push-button. Credit: Morten Strauch

In line with recent thinking on hull shape , the Oyster 495 punches a plumb bow into the seas and carries much of her beam well aft – noticeably more so than previous models.

Such a hull form resists heeling and reduces the need for ballast.

The halyards make off to the mast and can be tensioned by winches, but must be moused to be lowered. Credit: Morten Strauch

‘With the twin rudder configuration that we have adopted as standard on all our Oyster designs since the 885 model, it provides us with more flexibility to carry a higher proportion of form stability by increasing the power of the aft hull sections,’ says naval architect Tom Humphreys.

‘This is still introduced sensitively to ensure motions and control in waves is not compromised.’

Generous accommodation

Together with the slightly higher beam and topsides compared to the 46, it creates a lot of volume below for the master cabin and extra headroom in the fo’c’sle.

As is typical for Oyster, the mast is keel-stepped. It intrudes slightly into the corridor forward, but does a better job of transferring rig forces to the keel and reduces chainplate loading.

Our test boat had the full carbon mast option from Selden with in-mast furling, and in some ways, this is a bit of an oxymoron.

Headsail furling is electric on the Oyster 495, with a double bow roller in the integral bow sprit. Credit: Morten Strauch

The carbon mast adds nearly £100,000 to the pricetag for a big weight saving of some 200kg, but the mandrel and furling gear puts some of that weight back in.

On the other hand, it reduces the sail area by 10 per cent and prohibits the use of performance-enhancing battens.

‘You get more sailing done this way,’ explains sales director Richard Gibson, and that is a key point in a blue-water yacht.

The sail plan is designed with an efficient 54m2 jib, which can be set up for self-tacking, or remain on tracks set well inboard for good tight angles upwind.

Then there’s an attractive moulded-in bowsprit which carries two tack points for asymmetric or reaching sails, while beefy padeyes along the raised bulwarks give you heaps of options for fixing the blocks needed to run sheets and guys.

A large sprayhood, and an optional bimini or cockpit tent offer good protection from the elements. Credit: Morten Strauch

As well as push-button controls for the mast furling and outhaul, this test boat has the optional hydraulic mainsail trim.

Effectively reversing the mainsheet to be trimmed in the boom and not on deck, this clever kit was first developed by Wally superyachts.

The mainsheet is spliced to a strop on the deck behind the helm and a ram hidden in the boom does the trimming, removing trailing ropes in the cockpit.

Just the jib sheets come back to the cockpit, because all the halyards are designed to be handled at the mast.

The mainsheet control is hydraulic and hidden inside the boom. Credit: Richard Langdon

It keeps the cockpit remarkably tidy, but requires you to spend time crouched at the foot of the mast to launch or douse a reaching or running sail.

Similarly, the jib and main halyards terminate with loops over a mast fitting which is tensioned then pegged off.

As they are cut to this length with the sails hoisted, you can’t lower them in a hurry.

You need to unload the hook using a winch, then tie on the provided mousing line. Tidy, yes; practical, no.

Hunting for wind

Now, we had lamentably low wind during our test sail, and the delivery team were intent on reaching Kiel by daybreak, so we spent much of our 24 hours aboard with the motor running and the sails furled.

And here, it must be said that the boat performs very well.

At an optimal 2,300rpm, the efficient Yanmar 110hp shoved us along at 8 knots through oily calm seas, consuming 8.7 litres of diesel per hour.

That’s roughly 1 litre per nautical mile, or nearly 4 days and nights of motoring on a full tank of 800 litres.

Excellent deck stowage is located aft of the single-point mainsheet attachment. Credit: Morten Strauch

And though the engine sits in the traditional spot beneath the companionway, with the chart table to starboard and the galley to port, it is very well muffled.

Crucially for the workhorse on a blue-water cruising boat, access is possible via hatches on all four sides of the engine block, while the compartment itself offers plenty of room for additional equipment.

During two passages of moderate wind, the skipper obligingly let us set the main and jib – a slow but simple question of pressing buttons, with jib sheet winches within easy reach of the helm on the coaming.

She remained light and responsive on the helm and at one point, we clocked up a decent 5.1 knots of boat speed, fetching easily into 8 knots AWS.

Oyster is proud of its cockpit table, which contains a drinks fridge. Credit: Morten Strauch

Conditions didn’t permit much more, but polars indicate that she will perform up to about 32º true wind angle, quickly accelerating to 7 knots upwind in a 10-knot breeze.

Broad reaching with the 197 m² asymmetric, she can manage 11 knots in a blow.

Despite being resin-infused, the boat has a relatively heavy glassfibre construction and weighs in at 21 tonnes without fuel, water, food, gear or crew.

The saloon is large and extremely light thanks to the trademark deck saloon windows

Her sail area to displacement ratio of 16.1 is that of a solid offshore cruiser, while the waterline length to displacement ratio of 203 promises a little more power.

It gives her a very solid feel on the water, like her bigger siblings, but limits performance.

‘You want the boat to be the destination in a way,’ says Tom Humphreys. And like all Oysters, the 495 is just that.

The trademark raised centre cockpit means plenty of aft deck for lounging, fishing or blowing up tenders, while the seating, with its central fold-up table, is deep and well protected.

The optional cockpit tent and a bimini would be a boon for warm water or Baltic sailing .

A proper forward facing chart table is essential for ocean navigation and as a work station

Deck, rigging and underwater lighting may be a little showy for some, but do create real atmosphere. The heart of the boat, though, is its large saloon area.

Deep upholstery on either side provides space to put your feet up and relax, gather with friends, sit down for a meal around the eight-person table or even watch a movie on the pop-up TV.

Luxury styling in the cabins hasn’t made Oyster forget practicalities such as lee cloths and handholds.

The space communicates nicely with a very well-found galley to port and the chart table to starboard, and there are handrails to help you make your way everywhere.

The finish is Oyster to the core and styling has been revitalised with a new superyacht inspired look that is all geometric relief, pale wood and Nordic lamps.

Continues below…

ON TEST: Spirit 44e – the sustainable future of sailing?

A wooden boat that blazes a trail for modern technology and sustainability sounds too good to be true. Theo Stocker…

First look: Southerly 42 – bluewater beauty

There are few high-end bluewater cruising yachts that can boast a draught of just 84cm (3ft). While this increases to…

One step too far

If I had one criticism of this otherwise spotless interior, it would be the number of little level changes that connect the spaces.

We counted 12 steps in total, besides the companionway.

While they maximise the volume, they also present a tripping risk.

The hull form includes a plumb bow to stretch waterline length, and carries its beam well aft, controlled by twin rudders. Credit: Brian Carlin

One of the reasons for these steps is clear: the saloon sole is raised somewhat in order to create space for the tankage beneath, as well as enjoy the views from the deckhouse windows.

And there, at least, the benefit is overwhelming, because you can easily inspect each tank, as well as the batteries and other equipment.

Custom joinery adapts the galley storage to your crockery and glassware.

The galley of the Oyster 495 is well laid out for use at sea

Standard is a four-burner hob and oven from GN Espace, side opening boat fridge plus an optional freezer and microwave.

Another highlight is the huge chart table.

There are those that scoff at the waste of space in a digital age, but anyone undertaking blue-water cruising knows the value of this space.

The saloon deckhouse leaves the foredeck clear for sail handling, lounging, or dinghy stowage. Credit: Morten Strauch

B&G instruments are the standard choice. The main interfaces are touchscreen displays that drive C-Zone digital switching , but key kit still features two-pole manual switches.

‘We wanted to introduce tech into the boat, but we had to make sure that if something breaks down mid-ocean you could fix it,’ explains Gibson.

Down steps aft, the owner’s cabin is clearly inspired by the big Oysters.

The engine compartment is well insulated and has ample space for a genset and other systems. Credit: Morten Strauch

The island bed measures 140cm across and features an elaborate fabric headboard that shows off the new styling to maximum effect.

There’s the option of a huge TV on the forward bulkhead, plus a vanity table and a sofa.

A luxurious ensuite heads features a separate shower, reached – you’ve guessed it – down another step.

The second cabin lies in the fo’c’sle and it runs to another good sized semi-island bed.

The boat remains a medium-heavy displacement cruiser, but the new hull shape adds extra performance. Credit: Richard Langdon

Having shared this space overnight with the photographer, I can attest to the comfort, and the natural light.

There is a third cabin to starboard with a pair of useful bunks, sharing the forward heads and shower. Finish quality is, as you’d expect, excellent.

In the end, Oyster has been ambitious in trying to squeeze in the features of its larger boats onto this design.

But it has been a successful project and, even as we hove in sight of Kiel’s green approaches, it was all too easy to imagine settling in and heeding the call of the high seas.

Verdict on the Oyster 495

New focus from Oyster and some modern hull design courtesy of Humphreys have given the Oyster 495 a modest performance boost and some welcome contemporary features.

However, she remains very true to Oyster’s keystone values of safety, seaworthiness and comfort. And in that sense, at least, she is not a radical boat.

Her layout, too, would be familiar to an Oyster 49 owner from 2001.

The Oyster 495 is built for serious long-distance cruising. Credit: Brian Carlin

There’s plenty of technology here – digital switching, plotters galore, good AV options and hydraulic sail controls. But it is not dressed up to be flashy.

The boat is solid, well-built and beautifully finished. She is easy to handle, capable and well organised.

Our only misgivings were about the less-than-easy halyard handling, and reliance on hydraulics for sail trim.

It’s all very neat, but is that really the priority for blue-water cruising?

As to whether she represents the world’s best 50ft blue-water yacht, time will tell, but with 16 boats sold off plan, some buyers clearly think so.

Would the Oyster 495 suit you and your crew?

Oysters are the stuff of dreams, and the new 495 is no exception.

If money were no object, and it needs not to be for this boat (our tricked-out test boat cost £1.6m ex-VAT or £1.92m inc VAT), then this is a vessel custom made to fulfil blue-water cruising hopes.

She would best suit a family with a steady flow of visiting friends, or a mix of older and younger kids.

The integral bowsprit on the Oyster 495 facilitates the setting of various offwind sails to maintain passage speeds. Credit: Brian Carlin

The disparity between the aft and fo’c’sle cabins rules out a project involving two couples.

She would also work well with a couple and some paid hands, although the ease of sail control and trim makes her perfectly viable for sailing solo or two-up.

There’s no reason that you couldn’t take the 495 up Britain’s rivers and estuaries, with her 2.28m draught and option for a 1.83m shoal keel.

But a boat of this capability demands to cover miles.

Sail round Britain , up to Svalbard , round the Mediterranean or around the world – the boat could undoubtedly handle it all with aplomb – but make sure you’re stretching her legs.

Solid, well-built and beautifully finished

• BOAT OF THE YEAR
• Newsletters
• Sailboat Reviews
• Boating Safety
• Sails and Rigging
• Maintenance
• Sailing Totem
• Sailor & Galley
• Living Aboard
• Destinations
• Gear & Electronics
• Charter Resources
• Ultimate Boating Giveaway

Sailboat Review: Oyster 495 Combines Performance and Power In Under 50 Feet

• By Kimball Livingston
• October 27, 2023

Few boats would merit a glance from a savvy, experienced skipper looking to consolidate the best qualities of his performance cruiser and his motoryacht into just one boat.

Someone might even ask: “Are you kidding me? Can you do that?”

Enter the Oyster 495.

As the smallest yacht the company has developed from concept since 2005, the 495 is rigorously detailed. It is true to the heritage of a builder where a 50-footer has become the entry-level model. 

For this latest raised-salon offering, Oyster created a new facility in Hythe, on the Southampton shores of southern England. The aim is to build 12 boats a year, and sales to date suggest that this figure is not overly ambitious. 

I encountered Genevieve , the well-traveled Hull No. 1, in Southern California, where the boat had been delivered to the owner in Santa Barbara after being shown extensively in Europe. She was purchased to replace a performance cruiser and a powerboat. 

First impressions count, and the 495 makes a great one. If you’re switching over from a different brand, forget about bringing along your plates and glassware. All of that is provided, with subtle logos and fitted stowage. Mood lighting is available at the touch of a button. The TV raises and disappears with another button. In the guest stateroom forward, hatches overhead open in opposite directions. The queen berth in the owner’s stateroom could be a boat-show sales tool, but the cabin top is equipped for the lee cloths you will need when the boat is doing what it is meant to do: go places. 

To that end, an aluminum mast with electric furling is standard, but Genevieve is equipped with a Seldén carbon rig with in-mast electric furling and a hydraulics package including a mainsheet, vang, outhaul, backstay, and ­in-boom ram. In operation, it was whisper-quiet. 

The twin wheels offer clear sightlines from secure footing, along with command posts that have buttons to deploy and furl sails, and to adjust everything adjustable without straining a finger or risking a hangnail. Lewmar EVO primaries are handy, just outboard of the helm stations. Optional dual thrusters make everyone a hero going and coming to the dock, and smaller items such as pre-rigged preventers speak to that shadowy concierge who seems to have been everywhere. 

With four of us aboard, the cockpit was more than ­generous. I imagined many sociable scenes to come as the sails came out. The Yanmar saildrive was so quiet, it had to go off for me to even notice it had been on. Put that down to sandwich insulation glued, not screwed. 

The breeze was single digits, not enough to make the boat light up under a 105 percent jib, and we were dragging a wide transom and two rudders. Nevertheless, it was enjoyable sailing. I also appreciated seeing the cabin house square to the seating, to make a comfortable backrest looking aft, stretched out on passage. Rounding the forward backing the way some manufacturers do may work when you’re not going anywhere, but what is a boat for? 

The cockpit is laid out to walk on a single level back to a full-beam lazarette, which has ample stowage and access to the steering, backstay, exhaust and seacocks. Step back farther, and you are stepping down a reverse transom to a shower and an electronically operated swim platform. When the boat is stern-tied, that will be the boarding ladder. 

Belowdecks is bright, with close attention to ­ventilation. The opening coachroof windows in the salon will delight passengers in a tropical anchorage with the breeze wafting through. Batteries and tankage are centered under the salon sole, focusing the weight where it belongs. A U-shaped galley, two steps down to port, places most of the cook’s needs at hand in a space where it will be easy to brace underway, and the cook is not isolated from crew and guests. The twin sinks are on centerline for efficient drainage. 

The saloon table lowers to bed height for those who are overblessed with kids or grandkids, and the step-down nav station is separated but not isolated. A swing-out computer screen is here, along with CZone control and monitoring instead of fuse panels. A freezer is abaft the nav station, where it won’t see a lot of traffic unless it’s stocked with ice cream for those kids. 

Opposite the nav station, twin doors open wide to an engine compartment thoughtfully laid out to be serviced without provoking naughty words. Clear labeling matters, and I liked seeing the Panda generator within a sound-­insulated compartment.  

All the way aft, the owner’s stateroom has 6 feet, 4 inches of headroom, a sofa, cedar-lined lockers, escape hatches, and Oyster’s signature vertical portlights for a special view of the world. Forward of the salon is a cozy over/under double that shares a head and shower with the bright and airy forward stateroom. Nowhere above or belowdecks does the level of fit-and-finish fall short. 

Oyster describes the hull as an “overspecified laminate resin structure with a combination of stringers and frames for extreme strength and durability.” I believe it. Genevieve had the L-shaped standard keel and a draft of 7 feet, 5 inches. A shoal-draft keel is an option. 

Lunch waited ashore, ­creating an opportunity to ­observe how magically the sails disappeared and how comfortably the boat motored at 9-plus knots. It’s replacing a powerboat, remember. There was also a moment to ­demonstrate that, under power, the Oyster 495 will spin in its own length. That gave me a grin too.

Oyster 495 Specifications

• More: Oyster Yachts , Print September 2023 , Sailboat Reviews , Sailboats
• More Sailboats

Pre-Owned: 1988 Hylas 47

Catalina Introduces the 6 Series

Sailboat Preview: Elan GT6 Explorer

For Sale: 1984 Camper & Nicholsons 58

Savoring Superior: A Great Lakes Cruise To Remember

Point Your Compass Due South, Bitter End Yacht Club Reopens October 23rd.

Understanding Wind in the West Indies

• Digital Edition
• Customer Service
• Privacy Policy
• Terms of Use
• Email Newsletters
• Cruising World
• Sailing World
• Salt Water Sportsman
• Sport Fishing
• Wakeboarding

The raised-saloon cruiser has creature comforts for two couples

H ere’s a new Oyster model that is about the same LOA as the Shogun 50, but this is a cruising boat with no pretense to being a race boat. Oyster did not invent the raised saloon configuration. You can go back at least as far as the 1950s and find raised-saloon boats designed by Philip Rhodes and Sparkman & Stephens. Skip Calkins designed the Calkins 50 with a raised saloon. Ben Seaborn created the Sea Fever series boats with raised saloons. But today I think we can agree it was Oyster that made the raised saloon concept popular. Today when you say “raised saloon” most sailors know exactly what you are talking about. 

As usual Oyster has stayed with designer Rob Humphreys for this new model assisted by Oyster’s own in-house design team. This new Oyster has high freeboard. Combine this with very minimal overhangs fore and aft and you get kind of a blocky looking hull coupled with the dead straight sheerline. But today it’s all about interior volume with production boats. The D/L is 201. The L/B is 3.1. Compare these numbers to those of the Shogun. The Oyster has a fair amount of beam and is on the low side of medium displacement. The rendering looks like there are twin rudders. You can choose from a shoal draft of 6 feet or the standard draft of  7 feet 5 inches. The deeper draft sounds good to me.

The interior layout is designed for two couples and there is an additional mini cabin forward with what looks like upper and lower berths for kids. There are heads forward and aft both with shower stalls. The aft cabin is spacious and still leaves volume aft of it for a large lazarette. The nav station is in the walk through adjacent to the engine space. 

I really like this galley. So much of cruising is focused on eating that I believe the galley should be generous. Note in this case that there is counter space each side of the range and the sinks. You step down into this galley and this opens up even more volume under the side decks for lockers. The forward cabin is a bit tight but I suspect that Oyster will build you a 495 sans that mini cabin to starboard. This volume could then be added to the forward cabin making it palatial. 

With all the practice Oyster has had with the raised saloon configuration it does not surprise me how well this boat is laid out.

The rig is on the short side but there are advantages for that in a cruising boat. The SA/D is 16.95. Speed in light air will not be stellar but most cruisers do not do much light-air sailing. The good news is you will not have to reef early to keep the boat on its feet. You can choose from in-mast furling or standard slab reefing. Spreaders are swept 22 degrees.

The deck plan shows a large cockpit with a step up to the twin steering stations aft. The cockpit bench seats are long and there is a fixed dining table with storage area amidships. Note the way the cockpit coaming is cutaway just forward of the wheel to make it easier to climb in and out of the cockpit. The foredeck is flush. I love flush decks. They look good and they work great. The hatches are flush and there is a large flush hatch to access the ground tackle. There are flush hatches aft to access the lazarette. There is a swing down panel in the transom that forms a swim platform for easy boarding. This is a beautifully sculpted deck.

If you are after a big, comfortable cruising boat with good performance in a high-quality build the new Oyster should be on your list.

LOA 52’8”; LWL 46’8”; Beam 15’8”; Draft standard 7’5”, shoal 6’: Displ. 46,297 lb.;Ballast 14,619 lb.; Sail area in-mast furling 1,246 sq. ft., full-batten main 1,364 sq. ft.; Fuel 211 gal.; Water 159 gal.; L/B 3.1; D/L 201; SA/D 16.95

Our best estimate of the sailaway price: $1.3 million 

Oyster Yachts USA

Newport Shipyard, 

One Washington Street, 

Newport, RI 02840,

(401) 924 3434

www.oysteryachts.com

Also in Perry on Design

• Outbound 5360
• Elan Impression 43
• Full Circle 30
• Tanton No. 309
• Dragonfly 40

Also from Robert H. Perry

• Competitions
• British Yachting Awards
• Southampton Boat Show
• Print Subscription
• Digital Subscription
• Single Issues
• Advertise with us

Your special offer

Subscribe to Sailing Today with Yachts & Yachting today!

Save 32% on the shop price when to subscribe for a year at just £39.95

Subscribe to Sailing Today with Yachts & Yachting!

Save 32% on the shop price when you subscribe for a year at just £39.95

Oyster 495: Photo Tour of Gorgeous £1.2 Million Yacht

Join us on our exclusive tour of the luxurious oyster 495..

Buy one at https://oysteryachts.com/

Oyster Yachts launches centreboard keel option for 745 model

New electric catamarans and drive systems on display at the 2022 international multihull boat show, related articles more from author.

INEOS Britannia Win: Ben Ainslie’s Team in Louis Vuitton Cup Final

Sailing La Vagabonde: Digital Nomads at Sea & New Boating App

New Yachts on the Market: Latest Racing & Cruising Designs

Offering a wealth of practical advice and a dynamic mix of in-depth boat, gear and equipment news, Sailing Today is written cover to cover by sailors, for sailors. Since its launch in 1997, the magazine has sealed its reputation for essential sailing information and advice.

• Telegraph.co.uk

ADVERTISING

© 2024 Chelsea Magazine Company , part of the Telegraph Media Group . | Terms & Conditions | Privacy Policy | Cookie Policy

Yachting World

• Digital Edition

Oyster 595 test: best selling Oyster ever

• Toby Hodges
• November 17, 2021

Toby Hodges takes an overnight test of the Oyster 595 and finds out how this £2.3m yacht managed to pick up 16 buyers before the first one even hit the water

Your world becomes a very small place when the ease and convenience of travel is lost, a notion that has really hit home in the last couple of year, However, if uptake of the new Oyster 595 is anything to go by, many sailors are looking to set off to see a bit more of the world in the coming years.

That’s perhaps no bad thing for most sailors, particularly if it brings the realisation that we have the skills and desire to see more of this world in the best way possible – under sail. It seems for many it has forced the question, ‘why delay casting off’?

It’s evident that an increasing number of owners are not only impatient to set off, but they want to do so in the most comfort possible. That 16 deposits were placed on this £2.5m yacht before the first build was even finished is quite staggering. The new Oyster 595 is the fastest selling Oyster model to date and the British brand has clearly unveiled the right product at the right time.

Yet Oyster is not alone and, having heard similar sales results from other competitor yards recently, I’m convinced we’re seeing a new trend. Carpe diem is the theme of a new breed of wealthy sailors who want to set off bluewater cruising but in utmost comfort – whether that means a spacious multihull or a top end monohull.

The explosion in remote working together with the increased reliability of communications afloat has also helped here, in that this is not a total cut and run decision for some, who can now continue to work from on board.

Oyster has ensured the 595 can be sailed and managed short-handed. Photo: Richard Langdon/Ocean Images

Still, 16 pre-launch orders is phenomenal at this market level. To put that in perspective if you signed up for an Oyster 595 today you’d already be waiting until late 2024 for delivery!

So is this model a victim of its own success, and what’s behind its popularity? An exclusive 24-hour trial on the first model to launch, Skye III , was an ideal chance to find out.

Family ethos

Paul Adamson, Oyster’s CCO, certainly agrees there is a ‘seize the day’ mentality behind this demand for the largest size yachts that can be owner-operated. He was on board with us for the trial and knows today’s range arguably better than any, having previously skippered the 885 Lush around the world.

He says that up to 10 orders off plan is common, but attributes this record demand for the Oyster 595 to the Richard Hadida factor [Oyster’s CEO]. “He’s put the family ethos back into Oyster,” by which he is referring to the revamped Oyster world rally, owner gatherings and the attraction of a younger dynamic.

There are 30 taking part in its rally later this year and the 2024 edition sold out in just two days.

There have also been 21 sales of the two-year old Oyster 565 now, which Rob Humphreys co-designed with the 595 and which shares an almost identical style and layout above and below decks. While this new pair is separated by only 3ft in length, the 595 costs a whopping £0.5million more. The main (and arguably deciding) difference then comes down to space – the Oyster 595 has 14% extra internal volume.

Lit up at anchor. A meal taken under the stars proved the comfort of the large cockpit. Photo: Richard Langdon/Ocean Images

Both yachts are based on Oyster’s tried and tested centre cockpit layout, with an aft owner’s cabin and walk-in engine room with adjoining workroom. An alternative layout is offered, with the owner’s cabin forward, albeit an unlikely prospect for Oyster owners who like to live aboard for long periods at sea.

At 62ft 6in/19.05m LOA, the Oyster 595 replaces the Oyster 625 and has a model name chosen in part to debunk the myth that a yacht over 60ft is too big to handle, Adamson explains. It is designed around a couple being able to manage it easily, including hydraulics and push button controls for most sailing and manoeuvring.

Article continues below…

Oyster 575 videos

Stylish footage taken during Yachting World’s delivery test of Oyster’s latest bluewater cruiser

First look: Oyster 495

The Oyster 495 is the first all-new sub 50ft Oyster model in 16 years and is one of the most…

The £2.3m starting price includes a very high level of spec as standard, such as retractable bow and stern thrusters, genset, hydraulics etc, down to the leading-edge lighting system. It’s impressive and on boarding the Oyster 595 you’re struck by the superyacht standard of design and finish quality. You also feel that extra size immediately.

The ability to safely and easily berth such a large vessel is of paramount importance to those who cruise short-handed. You need to know you can put this 30-tonne yacht on a tight berth in a blow. Before departing Portland marina we did some practice berthing in a fresh breeze to see the fingertip control of using dual thrusters. It’s impressive and intuitive, puts you at ease and quickly makes you realise why these aids are a standard fit.

Powering towards France, the 595 kept a consistent speed through waves. Photo: Richard Langdon/Ocean Images

Our test boat Skye III also had another highly practical appendage fitted below the waterline. A fixed shaft hydrogenerator is installed between the keel and rudder. This Watt&Sea device proved its worth during our trials, consistently generating 20A once at or over 9 knots. That’s enough free juice to power the fridge and autopilot, and for minimal drag. The only downside is the vibration noise it creates in the interior, something Oyster is looking into.

Elsewhere the insulation is once again first class – were it not for the water rushing past the vertical portlights while I was still below decks, it would have been hard to tell we were underway doing 8 knots at just 1,800rpm.

Again it was just the fuss-free push of a couple of buttons on the pedestal to hydraulically unfurl the genoa and in-mast mainsail. Sailing along the Dorset coastline in the calmer stuff, typically making 7-8.5 knots close-hauled against a summer north-easterly was, unsurprisingly, very pleasant.

I noticed a marked difference when you only have single figure winds though, as the apparent wind reduces significantly, as does speed. Tom Humphreys tells me the 595 has slightly higher sail area and ballast ratios in comparison to the 565 so may take a bit more breeze to get powered up, but should then be slightly stiffer.

The test boat had an enticing light oak finish. Teak, ash, or walnut is offered. Saloon table butterflies open to reveal stunning marquetry. Photo: Richard Langdon/Ocean Images

On the helm it certainly feels like a larger yacht than the Oyster 565. We were grateful for the asymmetric spinnaker, which, although not the optimal size, helped provide plenty of enjoyment and in the lighter breeze and flatter water encouraged an average of 8-9 knots.

Performance for an ocean cruiser comes down to much more than figures of course: you want the legs to tick off miles, the handling to be easy and the motion comfortable. And it was during a marathon leg out to sea, chasing an elusive window of sun for the photographer, that I really felt we experienced some of these aspects and the offshore pedigree of this design.

The Oyster powered along magnificently towards a beckoning empty horizon. It was during that reach across a swell, which grew the further we got into the Channel, sailing with the kite in a Force 5 at 150° to the true wind, where I really felt the yacht’s passagemaking ability, as the log steadily clocked 9.5-11 knots.

The deep twin rudders provide stacks of grip yet let you know when they are loaded. With full sail up in a 2m swell and gusts topping 20 knots on the beam, we remained in control even though the helm felt laden. The motion remained very comfortable despite the power, and I was impressed with the consistent average speeds.

Indeed, when we finally gave up the chase, we were approaching the Traffic Separation Scheme mid-Channel. Were we not in travel restricted times, we’d have been tempted to plough on to France.

The mate, Johnny, prepares roasted vegetables while water rushes past the hull portlights. Photo: Richard Langdon/Ocean Images

The Oyster 595 has the displacement, shape and length to slice through waves effortlessly. And during the fetch/close hauled leg back to the coast, we averaged 9 knots, up to 9.5. In these conditions it felt like a relatively high angle of heel. This is particularly noticeable when you go below decks under sail, where it’s tricky to move forward across the saloon as the handrail on the deckhead is so high.

Arguably these are the downsides for those who choose this extra length and volume over the 565 – it’s that much more yacht to manoeuvre around at heel and it is not quite as rewarding to sail. That said, the heavy feel of the helm on the test boat is likely to do with the fact that the rudder bar and tow angles had not been optimised. Adamson has since reported: “After resetting the tow angle and with a slight adjustment to the geometry of the drag link, she is now super light on the helm”.

For those still concerned about the use of twin rudders for bluewater sailing, he says the yard has never had an issue with rudder damage. The blades are designed to sever in the case of a serious impact and there are watertight bulkheads each side of the stocks. They also allow for a shallow draught centreboard option.

The contemporary deck layout is practically identical to the 565, including the flush foredeck, excellent sail locker and generous lazarette, but with some extra space in those ends and in the cockpit. Again there’s a substantial bowsprit, which allows for the easy setting of a large anchor. An impressive 130m of stainless steel chain comes as standard, complete with a deckwash system.

The light show

Anchoring for the night below the embrace of the Purbeck hills at dusk gave us an ideal opportunity to experience many of the comfort features of the boat at rest. The windlass can be operated from the helm, while a touch of the screen at the pedestal changed the nav lights to anchor and spreader lights, illuminating the foredeck. Underwater lights then beamed into the deep like a space probe, attracting marine life.

New Guardian Angel touchscreen and lighting system is intuitive and forward-thinking. Photo: Richard Langdon/Ocean Images

The ability to change the lighting at the push of a button from the helm or below decks is a feature which quickly grew on me. Having said this, it still came as a surprise when the first thing Adamson wanted to show me on boarding was the lighting system. He says Hadida is adamant that if people spend millions on a yacht, they should have a decent lighting and sound system.

The LED spotlights, sunk into the deckheads so you don’t see the lenses, are a particularly neat touch. There are three different mood lighting settings as standard, encouraging you to instantly change the lights to a brighter/softer/night time mode at the push of a button.

C-Zone’s digital switching is at the heart of this and the electronics system. It has encouraged Hadida to also develop and integrate a ‘Guardian Angel’ system, which clearly displays all the yacht’s systems on touchscreen displays. In time this system will enable the yacht’s technical systems to be beamed live to Oyster HQ via the Yellowbrick tracker system.

“We will be able to push notifications to them and owners will be able to push a button to ‘request assistance’ – a concierge service,” says Adamson. Prize layout

The 595’s interior shows Oyster at its best. Anyone who has sailed its midsize central cockpit designs in the last two decades will know the aft cabin, galley and engine room layout is hard to better for ocean cruising.

Granted, the seven companionway steps are a comparatively steep descent by today’s standards, but they help open out an impressively light and modern saloon and navstation. It’s a vibrant, bright, voluminous and modern interior awash with natural light. The ventilation is also excellent, particularly from the forward-facing coachroof windows.

The opulent master cabin is showered in light. Photo: Richard Langdon/Ocean Images

The spacious saloon is raised enough to create abundant machinery space below, but the open spaces and height present a challenge when trying to traverse it at heel. The navstation is set at 45º and has plenty of space for instruments, however it feels a little compact, particularly for those wanting to use it as an office too.

The backrest is very upright, and you can’t stretch your feet out properly, though it is possible to have a swing-out stool instead. Otherwise, however, it has a large chart table and an excellent layout of electronic systems, with easy access to the wiring behind.

The passageway galley is superb. With abundant worktop and locker space it is bright and practical to work at at sea. You can brace against the opposing countertop, yet it is wide enough for two to pass.

Formidable galley with space and stowage aplenty. Photo: Richard Langdon/Ocean Images

The test boat was brimming with domestic appliances including dishwasher, ice-maker, washer-dryer and microwave. Its GN Espace induction cooker set-up is an option but one Adamson is pushing to make standard.

World cruisers are always searching for gas bottles and different countries use different regulators, he comments. “With this you can use the generator and if you lose that you can run the microwave through the inverter and service batteries.”

I’d wager that it’s on viewing the aft cabin where the majority of cheques get signed. This cabin presents a supreme amount of space and natural light. The standout features are the triple vertical hull portlights and the ambient lighting. You lose standing headroom alongside the berth, yet there’s plenty at the forward end of the cabin (6ft 3in/1.90m).

The saloon the manifolds and systems are intelligibly installed for easy servicing. Photo: Richard Langdon/Ocean Images

Guests would feel pretty spoiled in the forward cabin too, where the stellar skylights harness so much natural light. Look closely at how well Oyster has integrated the dual blinds, the lee cloth attachments, ventilation and spotlights into the headlining alone, and you’ll appreciate the premium quality.

The forward cabin has its own access into the shared heads and shower. Given this will be used by crew in two or three cabins, it needs to be, and is spacious and practical, with a deep sink, good stowage and light. A heated rail or some method of drying towels and wet gear would benefit both heads compartments further.

The standard Oyster 595 has two bunks in the midships cabin. Skye III has been set up for the world rally and will be crewed by a professional skipper and first mate, who have a pilot berth cum workroom, which I think is ideal.

Lift the saloon sole panels and you’ll find the whole of the central section is an intelligibly laid out manifold network, as per the 565, with the portside for engineering (engine and genset) and the starboard side for services such as refrigeration and aircon. If one becomes blocked you can link to the other. An aluminium grid provides a stiff structure for the floor panels.

Oyster’s current method of using monolithic carbon infused structures (as opposed to the foam-topped method of the past), creates additional bilge space above the deep keel sump. The Lloyds-approved structures are costly but create more structural stiffness.

If you enjoyed this….

Yachting World is the world’s leading magazine for bluewater cruisers and offshore sailors. Every month we have inspirational adventures and practical features to help you realise your sailing dreams. Build your knowledge with a subscription delivered to your door. See our latest offers and save at least 30% off the cover price.

• Subscribe Now
• Digital Editions

Nimbus 495 review: Unlike any you’ve seen before

• Top stories

Swedish builder, Nimbus, changes the game with a 50ft flybridge unlike any you’ve seen before. Alex Smit takes it for a test drive

Quality flybridge cruisers in the 50ft range are not in short supply. Brands like Absolute, Fairline, Galeon, Prestige, and Princess offer stellar options at this size. The competition is fierce. So why would a Swedish sportsboat builder like Nimbus step into this space with the Nimbus 495? Nimbus has never focused on this sector.

Despite delivering more than 12,000 boats in 86 models since 1968, the new Nimbus 495 Fly is the largest it has ever built. It’s also the first to feature IPS drives and one of only two flybridge cruisers in Nimbus’s current fleet.

The decision makes sense from a business perspective. Nimbus has a loyal customer base and wants to offer an option beyond the 40ft mark without forcing them to switch brands. The design and approach Nimbus is taking with this 50ft flybridge are different enough to stand out.

The 495’s compact upper deck is shifted aft and sunken deep, reducing the impact on its profile.

Coupé with a toupée

The trend for big, open-plan living spaces has made single-level decks almost standard in flybridge design. However, the Nimbus 495 picks up on the brand’s coupé heritage. Its compact upper deck is positioned aft and sunken, reducing the impact on the profile.

Recommended videos for you

This allows for sunroofs above the lower helm. The shorter rear end also creates space for solar panels above the cockpit.

Despite its compact size, the flybridge provides enough space to serve as a leisure zone. Across from the helm, a starboard dinette and sun pad are combined, providing seating for 12. The cushions extend forward, making the skipper’s duties sociable.

Facilities on the flybridge are minimal but practical. There’s a drawer fridge beneath the co-pilot seat and a table with a sink and removable chopping board. The sink serves well as a quick-access stash for drinks or ice.

The flybridge dinette features a hidden sink in the centre of the table

Designer Joacim Gustavsson has cleverly mitigated potential downsides. The low-profile flybridge could compromise headroom in the lower saloon. But by placing the upper dinette on the starboard side, the saloon gets extra headroom where it’s needed most.

The flybridge deck reduces vertical space on the port side of the saloon. However, this space is used exclusively for lounge seating, making any headroom limitations irrelevant.

Article continues below…

Main deck day spaces

The flybridge steps are another smart design element. Joacim made them steep to maximize cockpit space, but they are sandwiched between the superstructure for security. The space beneath the steps is used for an electrical cabinet.

The semi-closed design of the aft deck is also noteworthy. A transom window swings out from the overhead moulding, separating the boat from the pontoon traffic at a stern-to berth. It provides better light and views than a canvas curtain.

The island sunbed comes with an integrated forward lounger

A traditional L-shaped settee faces a large starboard galley, where a fold-out bar connects the saloon and cockpit. Further aft, there’s a lazarette with a fold-out wet bar, a drop-down seat, and a hi-lo platform with an integrated ladder.

Though the cockpit bench is asymmetrical, you can still climb into the cockpit via the gunwale-top tread plates on the port side. The fender nets in the port hatches, though practical in theory, seem too tight to be genuinely useful.

Access to the bow is excellent, thanks to broad, deep side decks. The bow space is more sociable than the compact aft cockpit, but the saloon is the true highlight.

The reduced headroom created by the flybridge deck is well managed with a casual saloon dinette

The saloon places the galley at the center of the action and offers seating that doesn’t leave passengers envying the skipper. The raised companion seating to port, opposite the helm, is a beautiful feature.

Passengers sit at the same level as the skipper, with unobstructed views. The curved glass at the saloon’s corners enhances light and views, avoiding the boxiness of sharp corners. Nimbus’s styling remains subtle and refined, staying true to its Nordic roots.

Thoughtful design

Below deck, the Nimbus 495 features a full-beam owner’s cabin amidships, along with two bathrooms to port, leaves space on the starboard side for a bunk cabin rather than a twin. There’s also a VIP cabin in the bow, allowing for six people across three cabins.

Nimbus is exploring the option of splitting the owner’s cabin into two doubles, which would be great for charters or large families. Despite its sleek profile, the below-deck

The sheltered, sociable and fully specced upper helm is among the best we’ve seen

area feels natural and unobstructed, thanks to thoughtful design choices.

The owner’s cabin, in particular, stands out. Instead of the usual bulky storage cabinets on both sides of the bed, there’s a deep lounge seat on the port side and a full-length chaise longue beneath the starboard hull window. While some may prefer facing seats and a breakfast table, Nimbus’s manufacturing flexibility means custom options can be incorporated into the design.

The scale of the owner’s cabin means there’s only space for a bunk room to starboard

Radical refinement

The Nimbus 495 accommodation is separated from the engine room by a cavity containing twin 850L tanks and a gyroscopic stabiliser. This setup offers several benefits. It places core weight further forward and lower in the boat, and it reduces noise levels at the helm to less than 70dB, even at the 29-knot top end.

The result is a remarkably quiet and comfortable boat, with superior refinement compared to other models in this sector.

The Nimbus 495 is easy to handle, too. The skipper’s side door is large enough to serve both the helmsman and saloon guests, providing direct access to the side gate and offering convenient tie-off points.

Plenty of space in the forward VIP

The wheel and throttle are well-positioned, with a central hub for key switching and F1-style paddles for the windscreen wipers. On the high-spec test boat, Volvo’s Joystick Driving system allows for joystick-only operation. Some may find this odd, but it’s worth considering, especially if the joystick can be relocated to a chair-mounted plinth for added comfort.

Upstairs, the upper helm is one of the best seen on a flybridge cruiser. The gap between the helm seats allows the co-pilot to move freely without disturbing the skipper. The seats are low-slung for better protection, though this limits visibility of the bow. You can stand up or use the bolster if a clearer view is needed, or rely on Garmin’s Assisted Docking system for a bird’s eye view of the boat.

In terms of handling, the 495 behaves like the modified coupé that it is. There’s a slight bow lift on the plane, easily corrected with the tabs, and some heel in turns, quickly balanced with the wheel. The weight distribution is well managed, and the cruising band is generous. A 16-17 knot cruise gives a range of 230 miles, while the 29-knot top speed keeps fuel consumption under 7L/Nm, maintaining a range around 200 miles.

If the weight feels well distributed, the generosity of the cruising band is also quite striking

Nimbus 495 specifications

LOA: 49ft 7in (15.00m) BEAM: 14ft 9in (4.60m) DRAFT: 3ft 9in (1.20m) DISPLACEMENT: 14,600kg (light) FUEL CAPACITY: 1,700 litres WATER CAPACITY: 520 litres ENGINES: Volvo Penta IPS-650s RCD: B10/C12

Nimbus 495 Costs & Options From: €1,210,675 ex VAT. Test boat includes the following options… Upgraded 16in MFD glass cockpit DPS and Assisted Docking Interceptor upgrade Proportional stern thruster Quick anti-roll stabiliser Zoned air-conditioning

If you enjoyed this….

Motor Boat & Yachting is the world’s leading magazine for Motoryacht enthusiasts. Every month we have inspirational adventures and practical features to help you realise your sailing dreams, as well as tests and news of all the latest motorboats.

Plus you’ll get our quarterly Custom Yachting supplement where we share the last on offer in the superyacht world and at the luxury end of the market. Build your knowledge with a subscription delivered to your door. See our latest offers and save at least 30% off the cover price.

If the idea was to deliver simple sportsbridge flexibility rather than flybridge volume, alongside a faithful coupé-style aesthetic, all wrapped up in a package that echoes Nimbus’s heritage while differentiating itself from the rest of the market, then it’s worked. If you own a Nimbus and are keen to upsize without abandoning the brand, this is the solution; and if you enjoy Nimbus coupés but fancy the extra flexibility of a flybridge, this will hit the mark. There are some provisos of course. The flybridge is small, the styling is understated and it doesn’t come with the option of a crew cabin. But if none of that fazes you, then this ultra-refined Nordic interpretation of the 50ft flybridge cruiser is likely to raise a very big smile

Latest reviews

Targa 41 review: the offshore weapon you can take to the med, quarken 35 cabin review: fast, fun and fantastic value, latest videos, pearl 82 tour: must-see £6m ‘mini superyacht’, princess s65 sea trial and tour: £2m sportsfly ticks all the boxes, watch: beneteau swift trawler 54 sea trial – £1.4m cruiser is the ultimate home, watch: parker sorrento sea trial: 50-knot cruiser with a killer aft cabin.