45AlluresBOAT TEST

Words and pictures by Peter Poland

French builders have always enjoyed a good reputation (and plenty of success) when it comes to building yachts in steel or aluminium. For

reasons that escape me, British builders of production yachts, on the other hand, have stuck firmly with GRP over the last half century. So maybe the absence of aluminium yachts at UK Boat Shows has become a circle that is hard to break.

There’s certainly no logical reason why this should be – especially in the market for high quality and semi custom production yachts. But maybe things are now about to change. The exceptional strength to weight ratio of an aluminium hull has never been in doubt and this material has long been a favourite amongst blue water sailors. And in recent times, examples of the chine-hulled aluminium Ovni range (built in France) have begun to appear in the UK.

And now a range of beautifully built, round-hulled aluminium Allures cruisers is being launched on the UK market. I test sailed the latest model – the Allures 45 – in Cherbourg.

Allures Yachting is part of a recently formed group that also includes the successful Outremer catamaran builders (the 49 won European Boat of the Year) and specialist aluminium boat builders Garcia. Although these three companies offer very different products, they have one thing in common: they aim to produce high quality semi-custom craft that appeal to serious sailors.

The Allures range of ‘dériveurs intégrals’ (in other words boats with internal ballast and pivoting centreplates) stretches from 40 ft right up to 51ft. They are all designed by the prominent French team of Berret Racoupeau.

When I visited the Allures factory, I was able to see the full production process. First up comes the impressive aluminium hull/deck shell, fabricated by sister company Garcia. In line with the expectations of its ‘blue water’ cruising owners, this is a high spec piece of work. The aluminium plates have been so skilfully rolled and welded into a round (as opposed to chined) hull that there is no need for filler. The finish is commendably

fair. The skin thickness is graded from a massive 10mm on the bottom of the hull to 8mm just beneath the waterline to 6mm on the topsides. The deck (which is welded to the hull to make a monocoque) is 5mm thick, while there’s considerable additional thickness in localised areas that need extra reinforcement (such as chain plate bases etc). Then an extensive web of stringers adds further strength and rigidity. A beefy collision bulkhead is welded into the forward sections; the huge fuel and water tanks (550 litres each) are welded into the bilge (where their weight will do the most good); and the generous amount of fixed ballast (4.4 tonnes out of an all up unloaded weight of 11.8 tonnes) is fixed in position.

Much of the interior fit out is then completed before the composite GRP infusion-moulded coachroof is finally bonded and bolted into place. Allures and Beret went for this material for the roof because it facilitates a far more slinky and curvaceous shape than aluminium plates. In addition, it keeps top-hamper weight low and increases insulation.

In line with its aim to provide a considerable degree of customisation to its clients, Allures offers three internal layouts. The ‘Owner’s Version’ is intended

for the small crew setting off on long voyages. This has a huge forecabin (with centreline double berth), a single double berth cabin aft (to starboard) and a big workshop ‘cabin’ aft to port. The heads and shower cabinet are aft, to port. Then the ‘Cruiser Version’ comes with a forecabin (with en suite heads), two aft double cabins and a large heads/shower cubicle aft. The test boat was one of these. Finally the ‘Family Version’ offers an extra ‘passage berth’ cabin forward (to port), just aft of a forward V berth. In addition, Allures offers a huge array of other options such as generator, watermaker, extra electronics, extra refrigeration et al. Owners really can optimise this boat to suit their needs. What’s more, the system clearly works and appeals; because 13 Allures 45s have already been ordered since its launch in September 2010. The builders say they will be able to produce 23 a year.

The boat I sailed had just been handed over to her new owners and was No.8 off the line. She had been sold by UK agents Williams and Smithells to a British sailor, so he and his partner were just getting familiar with their new yacht. And I was impressed to see that the builders include an extensive ‘commissioning and getting to know your boat’ >>

INTERIOR | Fine finish and a seamanlike layoutmake the saloon work well.

EXTERIOR | Allures 45 under sail with genaker reaching and running sail set

LOA 13.98mLWL 12.35mBeam 4.43mDraught 1.05m to 3.00mWeight (light) 11.8 tonnesBallast 4.4 tonnesEngine Volvo D2-55 55hp saildriveCE Certification. Cat A OceanBase Price €296,980 plus VAT

BuilderAllures Yachting, Cherbourg. Tel 0033 233 442220www.allures.fr

UK Agent Williams & Smithells, Wicormarine, Portchester, Fareham, PO16 9DRTel: 01329 827053www.williamsandsmithells.co.uk

SPECIFICATION

programme within the price. When I asked the new owner why the Allures 45 had topped his shopping list, he replied; “we could have spent less on an average GRP yacht, but wanted something special. The aluminium construction, shallow draught ability, beautiful finish and flexibility of specification added up to a tailor-made yacht. And she’s beautiful.”

So how did she sail? First off, the owner fired up the 55hp Volvo. It was so quiet you could almost forget it was running. Then she reversed out and - like all twin rudder yachts - she can take time for astern steerage to ‘bite’. But there is always help on hand if needed (which was not the case on this occasion) from the bow thruster. Once under way, the feathering three bladed prop provided a lot of push. At a mere 1500 rpm she made 5 knots and 1800 rpm brought up an effortless 6 knots. Maximum speed at 3,000 rpm is 8 knots.

Despite her size, raising sail on the Allures 45 is not a sweat. The zip on the mainsail stack-pack cover is intelligently offset to one side (ie it is low down); so you can easily reach it. The fully battened mainsail went aloft without catching on the lazyjacks, because Allures sensibly lead these to a point halfway along the spreaders, thereby widening the gap. Then – because the wind was light – we elected to unroll the larger Solent headsail rather than the small staysail that is set inboard of this on its own inner forestay and roller. That’s one of the joys of the cutter rig. Although it does add to the cost, you always have two different sized headsail options to suit the conditions. And it is also worth mentioning that all the sails come from the highly regarded loft of Incidences; a sailmaker much favoured by the around the world racing fraternity. Allures policy is to fit quality gear as standard. Commendably, the company does not cut corners when selecting its suppliers.

As we made sail, the NACA section centreplate was lowered. This weighs 180 kg. and increases the draught from 1.05m to a meaningful 3m. The plate is raised and lowered by means of a tackle, which leads back to an electric winch in the cockpit. And as the mainsail and Solent caught the wind, the Allures settled down to an easy 6.6 knots at 60 degrees to the 8 kn true wind. When the wind picked up to 12 kn a bit later on, she went to windward at 6.8 knots and tacked through around 95 degrees. The deep centreplate did a good job at cutting leeway. But the real surprise was how easily almost 13 tonnes of boat (with tanks full and gear aboard) slipped through the water. The helm felt delightfully balanced and the motion was pleasant. True, this is not a race boat, because tacking a cutter takes a bit longer. But nor does she hang about. It is easy to envisage how an Allures 45 could gobble up the sea miles at ease and in comfort. >>

In common with many centreboarders, most of the Allures 45’s ballast is in the bilge (as opposed to deep beneath it), so she will benefit from a reef when sailing to windward in around 16 knots true. But this is no big deal. She is Category A Ocean certified and will take bad weather in her stride. Indeed, many will tell you that – in really extreme conditions – a large centreboarder with ample internal ballast and the plate raised will safely slide sideways in big waves. Whereas a deep fin keeler can ‘trip’ on its keel and capsize (as happened to so many yachts in the tempestuous 1979 Fastnet race).

We also tried out the large nylon genaker. This is set on a sophisticated, continuous line Profurl furling system with a drum at the base and swivel at the top. Having tacked the sail onto the front of the beefy bowsprit, we hoisted the furled ‘sausage’ and wound in plenty of halyard tension. This keeps the luff straight and taught; so the sail sets well even when the wind is ahead of the beam. With a true wind of just 10 knots and at 90 degrees to the bow, the Allures 45 surged ahead at 7.5 knots. Impressive.

The cockpit is also comfortable and secure with twin steering wheels, well proportioned cockpit seats and deep backrests. The teak cockpit table also acts as a convenient foot brace and has storage space inside. And this model was fitted with a beautifully made spray hood and a bimini that stowed neatly against the multi-function arch over the back of the cockpit. Every detail is carefully thought out and well executed.

The living accommodation is accessed via steps that lift in order to give access to the engine. And as one takes in the ‘ambience’ and the quality cherry woodwork down below, it is immediately obvious that the Allures 45 is not just another run-of- the-mill mass produced yacht. It’s special.

The fully equipped linear galley runs along the port side (with loads of lockers and drawers) and the saloon settees and dining table are to starboard. The central settee also hides the centreplate housing, complete with inspection panel so you can check on the lifting tackle. Robust stainless steel grab handles fall

easily to hand. And the navigation area (to starboard) comprises a big table (with stowage inside), adjustable forward and aft facing seats and really useful drawers for stowing charts and other sundry gear. The whole area is also slightly raised, so the navigator has a panoramic view of the outside world. It’s all worked out for serious voyaging. And while on the subject of storage, it’s worth mentioning that the Allures 45 boasts almost 12,000 litres of locker space (compared to the norm of 8,500 litres for a yacht of this size and type).

I’ve already mentioned the three different layouts vis a vis sleeping cabins and w.c. compartments. Suffice it to say that whichever option is chosen, the bunks are comfortable (with slatted bases) and the heads are well equipped and finished. There’s also a large compartment beneath the cockpit (between and accessible from the two stern cabin areas) to house ancillary equipment such as a generator. The builders seem to have thought of every need and eventuality.

Of course all this customisation and extensive level of quality equipment does not come cheap. The standard Allures 45 costs €296,980 plus VAT, and there’s a long list of optional accessories (some of which might be deemed essential). But then you do get what you pay for in this life. And in the case of the Allures 45, this adds up to a beautifully built aluminium-hulled centreboard blue water cruising yacht that can be custom built to suit your needs. What’s more, several sailors have already decided it is worth every Euro.

Don’t argue with this! Massive strength built

into the Allures’ multi-function ‘sprit’

“ “Every detail is carefully thought out and well executed.

A place for everything in the sensible stern lockers and the ‘arch’ acts as davits for a dinghy