WithCatamarans opinions differ. Some cruising sailors swear by multihulls, as the quality of life on board increases. Motorboat captains often regard them asExotics. But catamarans are also enjoying growing popularity in this segment.
The designs of the catamaran specialists fromLagoon have a good reputation among sailors and have made the shipyard the world's largest manufacturer of sail cats. The shipyard also has experience with motorised versions.
At the turn of the millennium, the Lagoon 43 Power followed in 2006 by the revised 44 Power. Successful and independent models in their day, they were designed purely as motor catamarans and not derived from the shipyard's sailing yachts.
Then the global Banking and financial crisis After 2007, the 44 Power disappeared from the programme. The relaunch was hesitant, as the shipyard obviously did not want to launch a completely new design in order to sound out the market again.
This is how theSailing catamaran Lagoon 39 the 40 MY in summer 2015. The mast was omitted, a few details were tweaked and the engines were slightly upgraded. That was it. What remains is the generous amount of space for the length of the boat, as the length of around 12 metres is offset by a width of almost 6.80 metres.
In addition to the favourable entry-level price of € 314,755, the CE category A seaworthiness remains. A point that not every motor catamaran fulfils, and monohull motor yachts rarely do.
The upper deck
The yacht's width is impressive even from the jetty. The dinghy is waiting at the davits in the centre, ready for use. On both sides, steps on the hulls lead to the aft deck. On the port side, the bathing ladder is a little in the way.
The walkway leads over the wide gangways to the foredeck. A sturdy net awaits here, which also provides access to the anchor installation on the beam. The chain locker and electric winch are located further back in front of the deckhouse. A ladder leads up to the very wide but too short optional sunbed, which is positioned on the roof.
If you stay aft, you can access the covered cockpit, whose deck is around 80 cm lower and on the same level as the adjoining saloon. In the cockpit, there is a U-shaped seating area - which can be optionally completed with the saloon table - and another upholstered bench seat opposite.
In addition, four steps invite you to climb up to the covered steering position. In addition to good all-round visibility, it has a longitudinally adjustable double bench seat with footrest.
There is plenty of space to install navigation accessories, but only a short acrylic glass window without windscreen wipers, which hardly protects the driver. Weather protection is only provided by the tarpaulin, which encloses the entire space.
In the saloon, which is accessed via a sliding door, there is a fitted L-shaped galley to starboard. A three-burner gas hob, the gas oven and a 130-litre refrigerator are part of the basic equipment alongside the two washbasins. At the front is another seating area with table and integrated sat nav corner. If you want to convert it into additional berths, you can also choose this option for an extra charge.
In the hulls
Companionways lead into the hulls on both sides of the saloon. In the basic version, the owner has the port hull to himself. This can be completely closed off by a sliding door directly at the companionway and begins with a vestibule complete with desk, shelves and several cupboards.
Aft is a double berth measuring 2 metres in both directions. The spacious wet room with separate shower, washbasin and pump toilet - optionally also electric - is located in the bow and is separated by a door.
Alternatively, double cabins can be ordered in both hulls, as they are always installed in the starboard hull.
Here, the first thing after the companionway is the wet room, which the residents have to share. Naturally, things are a little more cramped here, but at least there is also a separate shower. Both cabins have vestibules and can be closed off with doors. The sleeping areas are identical at 2 metres long and 1.60 metres wide. Good ventilation is ensured with numerous hatches, some of which also serve as emergency exits to the upper deck. The headroom is just under 1.90 metres everywhere.
Motors and installation
The shipyard has given the 40 MY more powerful engines than its sister with a mast. Two Yanmar 4JH80 four-cylinder diesels are used here, each producing 59 kW (80 hp) from a displacement of 2 litres. An SD60 Saildrive takes care of the transmission into the water. However, there is no choice of engine.
The engine rooms in the aft section of the hulls are easily accessible through a GRP hatch from the deck, which is followed by an insulated wooden cover. Blowers ensure moderate temperatures in the engine rooms; 35 degrees was never exceeded.
There is enough space to carry out inspection and maintenance work on all components. This also applies to other components or valves in the boat, which are usually accessible through covers in the floor. Two automatic and one manual bilge pump are installed per hull, plus one starter battery each and a total of two additional batteries for the power supply. Operational safety is therefore ensured. The only thing we don't find on board are fire extinguishers, just like on the accessory lists.
Driving performance
Of course, the Lagoon 40 MY is already designed as a pure displacement boat due to its roots, and the more powerful drives do nothing to change this. The top speed of 10.5 knots is reached after 19 seconds in the nominal speed range.
We had to rely on the manufacturer's specifications for the consumption values, as no display was available. Consumption increases continuously; the slower you drive, the greater the range. With the two 300-litre tanks and a 15 percent reserve, we can cover around 1000 nm at 1000 rpm and a good 4 knots of speed.
Faster speeds also increase fuel consumption. A speed of 2000 rpm at 7.5 knots seems ideal to us, with which you can still travel around 470 nm. If this is not enough, two larger tanks with a capacity of 400 litres each can be fitted. Thanks to good sound insulation in the engine compartments, the boat is pleasantly quiet at this cruising speed at 74 dB(A).
The handling is similar to that of all large catamarans. Thanks to the hydraulic rudder, changing course is easy. At full speed, the turning circle in both directions was around two and a half boat lengths. When manoeuvring, the boat turns on the spot with the appropriate use of power.
The reverse journey also went smoothly. The light Mediterranean swell did not affect the catamaran; even stronger water movements are unlikely to change much. The crew feels safe everywhere on board.
Conclusion
The Lagoon 40 MY is aimed at owners who want to spend a lot of time on board, attach great importance to quality of life and aim for longer cruises. Thanks to economical engines, the operating costs are low and the purchase costs are also limited. In some harbours, however, berths can be tight as they are not always as wide.
