hanse yacht review

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Hanse 588 Review

• By Herb McCormick
• Updated: January 9, 2019

To my eye, perhaps the cleanest-looking yacht to be introduced in 2018 was the Hanse 588, the second-largest offering from the German builder in a line that now encompasses a range of boats from 31 to 69 feet. Look, I enjoy a clipper bow and sweeping sheer line as much as any traditionalist, but lately I’ve derived as much optical pleasure from the lines of all-business performance cruisers like the 588. Perhaps it’s because function follows form, and a yacht like this — with features that include a straight bow and stern, ample topsides, wide beam, maximum waterline, minimalist deck jewelry and razor-sharp sheer — is nothing if not a flat-out sailing machine. You can just see it.

And then there’s this: At first glimpse, it looks rather simple. But on closer inspection, it’s anything but. And I also find broad appeal in that dichotomy. But make no mistake: For all of its ultramodern Euro styling, this is a well-constructed, systems-rich, state-of-the-art vessel, with a host of elements that will make sailing and cruising safer, and more efficient and fun.

Let’s start with the sail plan and rig, a triple-spreader Seldén aluminum spar with no traveler and a self-tending jib. Straightforward, right? Well, not so fast. The ­mainsheet is actually a German-style setup that’s double ended and led aft, port and starboard, to cockpit winches adjacent to the helmsman. The main itself on the boat

I sailed is a powerful, fully battened number stashed on an optimal in-boom FurlerBoom furler. The ­aforementioned jib is unwound from a Furlex manually controlled furling unit, and the code zero genoa riding shotgun in the twin headsail configuration is set off a Reckmann electric furler. All sails are built using composite-­laminate sailcloth by Elvström. In other words, like everything else, they’re high tech.

There are twin wheels, each led to the quadrant independently of each other. Stashed below the cockpit, accessed via the transom’s drop-down boarding gate/swim platform when lowered, is a Williams jet-drive tender (I am not making this up), which answers the always intriguing dinghy question (both the type and its storage) in a major way. There are thrusters in the bow and the stern, both retractable, very handy items when pivoting or docking a boat this big. Are you recognizing a recurring theme here? With the Hanse 588, on multiple levels, what you don’t see is what you get.

A raised bulwark rims and ­accentuates the flush deck, which can be specified as real teak (an ­option) or synthetic teak, with a choice of eight different finishes. On our test boat, the sight lines from the dual helms were fabulous, thanks largely to the low coachroof and the absence of a dodger or Bimini. (A fiberglass “T-top” hardtop that covers the cockpit is optional, as is the sort of windscreen seen on many Scandinavian cruising boats.) There are six windows on each side of the hull; the company says it used the largest ones possible that do not ­compromise structural integrity. The windows serve dual purposes, emitting plenty of light into the interior and offering great views while breaking up the expansive hull from a visual perspective.

The boat is well put together, with balsa core employed in the topsides of the hull and deck in a laminate rich in polyester resin and coated with vinylester as a hedge against osmosis (the layup is solid glass below the waterline). The chainplates are reinforced with carbon in high-load areas, and the vacuum-bagged bulkheads are cored for a combination of lightness and strength before they are tabbed into the deck, floors and hull. The iron keel (there are three different sizes and drafts available, ranging from a shallow L-shaped model that draws 7 feet 5 inches to a deep, T-shaped version drawing 9 feet 4 inches) is anchored to keel plates embedded in the integrated floor grid.

Down below, there are literally dozens of choices to make with regard to upholstery colors and fabrics, carpeting, and woods for flooring and furniture, which gives owners an incredible amount of leeway to personalize the interior to their own liking. Our test boat’s ­furnishings were finished in cherry, which was quite pleasing. Likewise, with the floor plan, there are multiple layouts for accommodations from which to choose. The boat we inspected had the single spacious owners cabin forward, with an island berth and a single roomy head (this space can also be two cabins and two heads); a crew’s quarters in the bow (which can also be a gargantuan sail locker); and a big head to port at the foot of the companionway (this can also be a workroom or another sleeping cabin). There were also twin double cabins aft with en-suite heads. The central saloon of our test boat featured large settees to port and starboard, with the U-shaped galley also to starboard. A straight-line galley with an incorporated central island is also available.

Alas, the day of our sea trials on Chesapeake Bay last fall, in conjunction with the 2018 Boat of the Year contest, dawned ­absolutely windless, and we were unable to conduct a test sail. But the boat performed more than admirably under power, registering better than 9 knots at 2,150 rpm. And, in terms of decibel level, it was one of the fleet’s quietest boats, a fact that was not lost on BOTY judge Ed Sherman.

“One of the factors that I have always used to help me sort out a very broad-based quality issue is how noisy the boat is when you’re motoring along,” Sherman said. “All that’s indicative of all these parts — doors that don’t fit right, floorboards that move — that can induce harmonics that go through the whole boat when you’re under power. And here, we have a boat that’s right down there with the highest quality and most expensive yachts in terms of the noise level down below. I guarantee that’s a derivative of the efforts that have been taken in designing and executing all the assembled components in the interior. For Hanse, the tolerances are getting tighter. Whatever they’re doing, it’s really working.”

Yes, Mr. Sherman. It ­certainly is.

Herb McCormick is CW’s executive editor.

HANSE 588 Specifications

Hanse Yachts 978-239-6598 hanseyachts.com

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Moderate in design, easy to sail, and built to take hard knocks, this German import is also nicely priced.

The efforts of European boatbuilders to establish a foothold in the US market over the past three decades or so could be described as spasmodic. Several have arrived, departed, and, in some cases, returned. Dufour, Wauquiez, and Jeanneau are examples of those who suffered from bad timing, relative to the US economy and interest rates, non-traditional designs, or quality issues, and then regained traction. Beneteau has enjoyed an uninterrupted presence, perhaps because of the company’s deep pockets, and recently Jeanneau has benefited from being under the same umbrella.

In the past five years, favorable exchange rates have attracted other firms, and although the US economy has sputtered for the past couple of years, manufacturers from northern Europe are again showing up with offerings—and finding the market generally receptive.

Among the more recent to arrive in North America is Hanse Yachts. Since 2001, the German builder has established dealerships in Connecticut, Maryland, California, and Vancouver, British Columbia.

The Company A relative newcomer to the European manufacturing fraternity, the company was formed in 1990 by Michael Schmidt. A racing sailor with a winning record at several levels of the sport, including Admiral’s Cup, SORC, and Sardinia Cup, Schmidt was the builder of C & C boats in Europe, a founder of Baltic yachts, and has constructed one-off race boats. Under his direction, Hanse is a production builder with six models ranging in size from 29 to 51 feet. Boats are constructed in Griefswald, Germany, on the Baltic coast. The region, located near shipping routes and with access to forests full of raw materials, has a tradition of boatbuilding dating back centuries. 

Of his boats, Schmidt says, “We are not looking for the first-time buyer. We are looking for the experienced boater who wants those added touches that make a better boat, like quiet engine spaces, glassed-in bulkheads, and nimble sailing.”

The firm currently employs 100 workers in a new 10,000-sq.ft. plant, and is producing more than 300 boats per year. It ranks in the top five European sailboat manufacturers.

Design Schmidt makes no bones about the heritage of designs intended to have universal appeal. “They are patterned after boats from the East Coast of America,” he says, and interiors are designed with an eye towards the work of L. Francis Herreshoff.

Interestingly, the Hanse line is designed by Judel/Vrolijk, a firm best known for a long list of high-profile, high-performance boats.

Schmidt adds, “Hanse sailboats are designed for speed without the need for a large crew, and designed to the rule of the sea.”

The Hanse 371, on which our attntion is focused here, was designed in 1999. When its parts are summed up together, the 371 is indeed reminiscent of the moderate, seakindly boats favored by the East Coast establishment of design (CCA, Sparkman & Stephens, etc.) but you don’t necessarily recognize those attributes in her separate elements—traditional sailplan, elevated cabin trunk, flat sheer, reverse transom with opening, sporty near-plumb bow: The designers seem to have taken what they needed from different areas and blended the elements together in a package that balances nicely, to our eye, between the traditional and the modern.

Deck Layout Builder and designers intended to make a vessel that would appeal to the cruising couple or singlehander interested in enjoying a turn of speed without the need to add crew or weight to the rail on a weather leg.

The rig is a 9/10 fractional with two sets of swept spreaders. Boats were equipped with Z-Spar rigs until 2001, but Isomat has since been selected as the supplier.

A full-battened mainsail is standard equipment, as is a self-tending jib on a furler, reflecting Schmidt’s intent that the boat be sailed without overlapping headsails. As a consequence, she is easily tacked or jibed without the need for more than a hand on the wheel. Standing rigging is wire.

The jib sheet arrangement also eliminates much of the typical clutter in the cockpit, a feature we appreciated during our test sail. There were no strings on the cockpit sole, or wrapped around winches. Sailtrack for an overlapping genoa is inboard, and other leads can be set up via holes in the toerail.

Decks are 18″ wide and shrouds are at the base of the cabin, so the occasional trip forward will be a small chore. In wet weather or when heeled, the aggressive nonskid pattern should provide a secure foothold.

The mainsheet is located mid-boom, with the traveler forward of the companionway on a 42″ track. Main and jib sheets are run aft to sheet-stoppers at the top of the companionway because, according to Gregor Bredenbeck, production manager for the firm, “that arrangement is an accommodation for cruisers. If we wanted to maximize performance, we would have the traveler in the cockpit, but that would reduce the appeal for cruisers.” (Interestingly, one photo of the boat in the company’s sales brochure shows the mainsheet in the cockpit, perhaps a reflection of the difference between US and European sailors.)

Similarly, the split backstay is out of the way when passengers enter via the stern, but there’s no backstay adjuster installed to regulate headstay tension. It would be easy to add on.

Cockpit seats are straight, 8’6″ x 18″ wide—long enough for lounging, or carrying six passengers. A 17″ deep footwell means crew won’t feel as though knees are resting on chins. The space is not cluttered with a cockpit table—a plus, since pedestal steering and a 40″ diameter stainless steel wheel are standard equipment.

An interesting touch is that the forward port cockpit locker is built with no opening other than the lid, so that when filled with water, it can store the catch of the day. Presumably, it would also hold ice and beverages for the on-deck crew—not insulated, maybe, but close at hand. The lack of a drain makes a hand-held bilge pump a necessity.

Aft to port is a 26″ x 17″ x 17″ storage locker suitable for dock gear.

The entire span of the stern, accessed from the starboard cockpit locker, provides an area large enough for sailbags, a much better arrangement than storing them in the aft stateroom. A vented propane locker also is located in the space.

Gebo hatches located amidships and forward measure 20″ x 20″. The self-bailing anchor locker has a built-in base for an electric windlass, and there’s a double roller on the bow.

The 371 is equipped with all the lines and deck hardware necessary to carry a variety of sail configurations, but we especially appreciate the boat in its simplest set-up, with the self-tacking jib.

Accommodations Two features immediately appealed as we headed belowdecks. First, a switch at the top of the companionway activates an overhead light in the galley, a real plus when returning to a darkened boat. Second, the top step of the companionway stairway is very large, providing a platform big enough to ease the task of exploring the horizon without leaving the saloon, as well as providing solid footing when going below while heeled. The oversized step also increases the size of the engine box. With the front of the engine box removed, engine access is better than we’ve found on many boats. The compartment is lined with a heavy- duty sound deadener that allowed us to talk in normal voice ranges while motoring.

The center of the space belowdecks is filled with mahogany veneer over plywood and foam-cored panels and doors. The cabin sole is teak and holly. Some people will feel that the overall effect below is too dark, but there are enough gelcoat surfaces on bulkheads and the overhead to relieve any cave-dwelling sensation. The woven cane faces on locker doors are a great touch—old-fashioned and very effective at ventilation, and the glossy shine on the mahogany surfaces increases the feeling of light and liveliness. There is more than 6 feet of headroom throughout, and good natural light through ports and hatches.

Though many disdain the use of cored panels, the exterior appearance is excellent and a foam core reduces the weight of the boat without compromising on sound deadening in the staterooms, while reducing cost.

The galley is located to starboard at the foot of the companionway, and a C-shaped settee is forward. A hanging locker is located outboard to port, aft of the head, which is only accessed from the saloon. The head is a 3′ x 4′ compartment with sink and toilet, a bulkhead-hung mirror, and two-compartment medicine cabinet. A handheld shower is an option.

Forward, there’s a freestanding table, 28″ square, with seats fore and aft. It triples as chart table, cocktail table, and dining-for-two table. The navigator can choose which way to face, with instruments and an electrical panel built into cabinetry at the fingertips. It’s an excellent use of the space.

The galley is equipped with standard gear—a two-burner gimbaled stove, 16″ x 20″ counter aft of the stove, and double stainless sink next to the icebox. When sinks and icebox are covered, it adds a 44″ x 20″ working surface—good for work projects.

A dining table at the settee has room for six, and converts to an 8′ x 4′ bunk. Storage is below and outboard in shallow cabinets.

The skipper’s quarters are forward, with a 2′ x 3′ dressing area large enough to allow movement without banging the door or hull, and 6′ feet of headroom. A hanging locker and cabinets are located port and starboard. The berth, which is 6′ long at the shortest point, is wide enough to provide two adults room to stretch fully in comfort. A neat wrinkle is that the forward hatch is located far enough aft that when left cracked open on dewy nights, drips should not land on the berth or its occupants.

The aft stateroom provides quarters for two adults on an oversized double berth measuring 6’6″ x 6′. A double-door cabinet and dressing counter are outboard.

The company resisted the temptation to add a third stateroom, or second head, in its standard configuration, while allowing potential owners three options. The first is a separate shower aft of the galley, measuring 28″ x 48″, plenty large enough to be comfortable, and to qualify as a real wet locker. The trade-off is a reduction of space in the starboard cockpit locker. Owners contemplating offshore passages would do well to contemplate that option.

A second option is the addition of a second aft stateroom, also accessed via the galley. A third option would be conversion of the shower area to a large storage locker or work space.

Doors are installed on hinges that allow them to be removed easily for storage during winter months. Ports in the aft cabin, shower, four in the main cabin and one in the forepeak, produce a steady flow of fresh air.

The company supplies each boat with a small suction cup that is used to raise floor boards, a nifty idea that simplifies the operation and eliminates the need for pull tabs. However, like an emergency plug on a throughhull, the cup needs to be where it can be found instantly.

Spaces belowdecks are more than adequate for the crew of four to six. She’s spacious, compared to most 37-footers—the saloon is 11′ on the centerline and 8′ wide measured from the inside of seat backs. She has enough headroom for most adults, and is well- lit and ventilated.

Construction As with many boats manufactured in northern Europe, the Hanse is constructed to endure heavy winds and big seas, and the occasional bump on a hard spot in a shallow anchorage.

In fact, the keel is designed specifically with an eye towards grounding, according to Bredenbeck. “The keel is a combination of an iron casting with a lead bulb at the bottom that locates most of the weight at the bottom and lowers the center of gravity. The keel is attached to the hull with 11 keel bolts bonded into the hull and covered with a stainless steel plate and bolts. Because these boats are designed to be sailed in the North Sea, the lead is bonded to the iron shaft with three stainless steel bolts. In addition to putting maximum weight at the bottom, this method allows the keel to move a maximum of 1.5 centimeters aft in the event of a grounding, which greatly diminishes the effect on the hull.

“In one situation, an owner was going so fast when he hit a rock that the force caused his body to bend the steering wheel, and a passenger was thrown so hard against a door that it broke. However, the only damage was to the bottom of the keel. The hull was undamaged.”

A byproduct was a significantly lower repair bill for the insurance company.

Hulls and decks are constructed employing methods and raw materials familiar to most American owners.Hulls are laid up in a female mold that is sprayed with isopthalic polyester resins, which are used throughout the laminate.

We were surprised that Hanse does not use vinylester resin in the laminate, since vinylester has been shown to be superior to polyester in blister resistance, as well as having other good properties.

“We do not use vinylester resin for two reasons,” Bredenbeck says. “One is cost. A second is that in doing our own testing we find that iso resins are as resistant to osmotic blistering as vinylester, and do not shrink as much in heat. In our tests we found that vinylester shrinks 2-3 percent in high- temperature areas where some of our boats are sailed, like the Mediterranean. We also sell a lot of boats with green and blue hulls, which may reach temperatures of 170° F in those areas.

“However, we will spray an epoxy coating on a boat at the factory.”

Hulls are laid up with a layer of powder-bonded chopped strand mat, which has no roving, and avoids the potential for print-through. Then, three layers of 900-gram-per-square-meter fiberglass, 0- to 90-degree oriented roving, and a layer of 600-gram chopped strand mat complete the outer laminate. Topsides are cored with 22-mm thick balsa. The inner laminate is a near twin to the outer skins. Additional reinforcements are 25-35 mm of solid fiberglass at the keel, and at through-hulls.

“We have built more than 1,300 boats to date without a hull failure,” Bredenbeck says, adding that the layup of the 371 requires three days of work by six workers.

The interior structure consists of a “solid fiberglass fishbone structure” bonded to the hull. Unlike a grid system that appears to be a checkerboard, the “fishbone” looks more like a solid section from which have been removed sections into which furniture and bunks will be installed.

“However, we do not simply drop bulkheads into cutouts in the liner. All of the bulkheads are bonded directly to the hull on both sides, and to the deck on one side, which produces an extreme structure.” That’s a good method, because if the hull liner shifts under torsion, the bulkheads should be unaffected.

The hull-deck joint is an inward oriented flange in the hull onto which the deck is laid and bonded with Sikaflex. An aluminum toerail is then laid on the deck and secured through the hull flange with stainless steel bolts, stainless steel backing plates, and nuts. The toerail is located approximately 1″ inboard of the edge of the deck, further dispersing the load of the joint, and helping to prevent crazing. Shrouds are reinforced by a stainless steel rod attached to chainplates that are bonded into the hull and run from gunwale to gunwale.

Decks are constructed with a balsa core encapsulated in a similar laminate. However, ports and hatches, a stringer for the traveler, and winch islands and the areas in which pad eyes and rope clutches will be attached are solid fiberglass. Hardware is installed in aluminum plates bedded in the laminate and secured in pre-tapped holes. The company also beds into the laminate smooth recesses and metal plates in areas where hardware (spinnaker winches, for example), may be installed by dealers, or in the future. Installation then requires only the tapping of bolt holes.

Boats are built to CE Standard A for use on the high seas.

The purchase of any sailboat from a manufacturer that does not have a large distribution network always entails a degree of risk. Buying from a European manufacturer may increase the risk, or extend the amount of time necessary to deal with warranty issues. In this case, however, the company claims a track record and technical expertise that may work to a potential American buyer’s advantage as Hanse Yachts works to become established here.

Performance Our test of the 371 was facilitated by Richard Hargreaves of Freedom Marine, in Vancouver, BC. With Hargreaves’ assistance, we sailed the boat in the waters surrounding Vancouver Island in light to moderate winds.

We flew the standard full -battened main and 90-percent self-tacking jib. Initially sailing in only 6 knots of wind, her performance was just good enough that we resisted the temptation to turn on the 30-hp Volvo MD2030 atop the Saildrive unit. (The standard engine is the Yanmar 3GM30.) At that point, we’d have been happier with a larger headsail.

Company owner Michael Schmidt is convinced the jib is all the headsail the boat needs.

When the breeze picked up to 8-10 knots as we sailed on the edge of a fog bank, boatspeed ranged between 5 and 7 knots on a beat to weather. We sailed fastest and most comfortably when heeled 12-15 degrees. The helm was light, and she felt buoyant and tacked easily with the assistance of the self- tending jib. Performance was identical on a reach: she feels stiff, and the helm is easily manageable.

She maneuvers well under power, as well. Backing and filling in the marina were easily accomplished, and she turns in a boatlength with the two-bladed prop on the Saildrive and high-aspect rudder working in concert.

Conclusion The Hanse 371 has clean lines and a slippery hull shape. She’s designed and equipped for shorthanded sailing, and it would be easy to become lazy when sailing with a self- tending jib. However, long downwind legs in light air will be more pleasant with more horsepower available. The owner who doesn’t want to fiddle with a spinnaker could add a masthead halyard and adjustable-tacked reacher to solve that problem.

Spaces belowdecks are large enough to allow four adults plenty of elbow room. Those spaces also are finished to a higher standard than most production boats. The cook has enough room in which to operate. The nav station/cocktail table is a well-conceived arrangement. Two staterooms and one head will be adequate for most cruisers, though if we were buying a 371, we’d opt for the shower space aft of the galley. Better to shower there than in the head amidships, and a wet locker is a wonderful thing. There’s enough stowage in the cockpit lockers and sail lazarette to make up for the loss of space.

The Hanse 371, with generous stock equipment, is priced at $150,000, FOB the US East Coast. By this, and most other measurements, she stacks up well against the competition.

Contact – Hanse Yachts, 49 (0) 3834-5792-0, www.hanseyachts.com .

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Hanse 385: Review and test

Established in 1993, Hanse Yachts has gone from strength to strength by building performance-orientated yachts at affordable prices. For some time now, all Hanse’s sailing yachts have been designed by Judel and Vrolijk – a renowned team of naval architects that has had input into numerous campaign-winning boats, including the 32nd America’s Cup winner, Alinghi.

Its latest range incorporates a great number of innovations and practical improvements that have come about by listening to Hanse owners’ suggestions, so the new 385 is a very different boat to its predecessor, the 375. More akin to her sister ships, the 445, 495 and 545, she boasts twin helms and a fold-down stern boarding platform, unlike the 375’s open transom. The 385 also has more interior volume, a further improved sailing performance and a sleek, clutter-free deck design with flush hatches and hidden control lines.

As with all other new Hanses, her hull is laid up by hand and heavily reinforced using a composite sub-frame bonded to the hull, while weight is kept to a minimum by using a balsa-cored sandwich above the waterline. Epoxy-based vinylester resins are used throughout for their renowned strength, lightness and water-resisting properties.

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Built to greet the elements with a smile, the Hanse 348 features a tall rig and sporty sail plan to ensure maximum performance and exceptional seaworthiness. Below deck, three double cabins and a generous number of windows allow you to enjoy a mesmerizing, fresh breeze on this 34-foot yacht.

Exterior design

Hanse yachts combine excellent sailing characteristics, easy handling and impressive design.

Interior design

Our interiors offer unique solutions that provide maximum comfort and storage space, a home-like experience and stunning design.

SPACE FOR YOUR WISHES.

Choose between two layout variants to get the space that best suits your individual wishes and needs. The Hanse 348 offers up to three full double cabins, a sunny and spacious salon with an L-shaped pantry and a bathroom with plenty of natural light including an additional shower.

Owners' review

"For our two-man crew, the 348 is just the right size. It offers enough space for everything we need. Especially in times of the Coronavirus we learned to love the big bath at the beginning of the season, because in the federal state of Schleswig-Holstein, for example, the showers in the marina were closed. As a Greifswald native, it was clear to us from the very beginning that only a Hanse would be considered. We have not regretted this decision at all. It is top-notch in terms of both comfort and sailing performance."

We are Hanse!

I have been with HanseYachts AG since 2007 and have already worked in many departments. Thanks to my knowledge and the experience I have gained, I can accompany the new concepts all the way from development to the final series boat. This is a great task, and one that fills me with pride. I still get goose bumps when I see a boat from our shipyard on the water or in a foreign harbor.

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(*) Disclaimer: Maximum price advantage based on the Hanse 588. Discounts are valid until end of October 2024. All prices and discounts including 19% German VAT. Prices & price advantages for other markets may vary depending on applicable VAT. Base price is the recommended retail price, excluding any options, transportation, insurance etc. Your preferred dealer will be pleased to consult you. This special offer cannot be combined with any other price promotions or incentive programs. Errors excepted.

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• Toby Hodges
• March 3, 2021

With her huge volume and comfortable accommodation, the Hanse 575 offers impressive home-from-home comfort. But Toby Hodges wondered how her high freeboard would affect her sailing performance.

Product Overview

Manufacturer:, price as reviewed:.

When I went aboard the new Hanse 575 at the Southampton Boat Show, there was a couple in their mid-40s sitting in the saloon looking comfortably at home discussing the optional gadgets. “How does the flatscreen TV lift up?” the man asked. “How big is it? 46in? That’s impressive!” He nodded as if that had just swung his decision to place a deposit.

This voluminous new German cruiser is aimed at just such couples, who want comfortable and easy sailing. But, having needed steps that Nelson would be proud of on the plinth of his statue just to get aboard, I was more concerned about the height.

So high is this yacht inside that – I kid you not – there are step ladders provided in the aft cabins to reach the hatches!

There’s no doubt that such high freeboard creates luxurious space below, hence it feels as if your money is going further. It adds more light and ventilation, and makes the boat potentially drier to sail.

In Hanse’s case, it also helps make the coachroof appear low and sleek, and, exclusively for the Hanse 575, her freeboard height creates room for a jet tender to stow in the transom.

Photo: c/o Hanse Yachts

However, height can be imposing. For a production boat designed to be easily sailed by couples and families, the Hanse 575 looks alarmingly large on the dock.

I therefore left the boat show confused – is this a floating apartment to house an array of flashy mod-cons, the electronic comforts that fill our homes, or is it actually, as advertised, a stress-free distance cruiser for couples? Could it be both? The only way to find out was to take her sailing.

How does the Hanse 575 sail?

As we left the River Hamble at eight knots under engine at 2,000 rpm into 20 knots true, we couldn’t even politely try to ignore the loud hissing noise from under the companionway. It was the turbo of the Volvo D3 amplified above the wind like a cockpit concerto.

This being the first boat, Hanse apparently hadn’t allowed enough space for foam insulation (no kidding!). “This is why we do the first boat, and have already logged 800nm on her, to implement such changes,” said delivery skipper and test pilot Steffen Kluike with incontrovertible logic.

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You can probably tell by now that I was a little underwhelmed with the Hanse 575 before taking her sailing. I mean, how can this vast vessel possibly be aimed at couples? As if climbing aboard is not enough of an issue, manoeuvring out of the marina in a breeze tests the heart rate.

The optional thruster or two would certainly be required, as she was as stubborn as a mule to turn into the wind.

However, once out in the salty elements, the Hanse 575 proved she’s not just about volume and gimmicks. I was glad there were only two of us aboard, as it proved to me she is actually a very capable boat and indeed manageable by a couple.

Everything, including halyards, is led aft to a winch beside the wheels, so sails can be set and trimmed single-handedly.

We were well overpressed at times on our test day. Photo: Lester McCarthy

When the leeward gunwale goes under on a yacht with this kind of freeboard, you know you’re overpressed, so with Force 7 gusts across the deck, we put in a reef to head upwind in the western Solent against the tide.

Unfortunately, the German mainsheet pulled out through the coachroof tube from one side, which, with just two winches, could certainly have caused a problem in this breeze. However, although it meant having both sheets on one winch, the upside is that it proved the redundancy of the German twin sheet system.

Going upwind at 30°-35° apparent (40°-45° true) we made a steady 8-8.5 knots, tacking through 90°.

I was very impressed with the Jefa linkage, which felt particularly pleasant on optional carbon wheels. This chain-to-wire system felt direct, and communicated the Hanse 575’s 20 tonnes of displacement and tall rig power well.

She obeyed the helm quickly, and steering from far aft proved a joy, especially off the breeze where it was possible to play the small waves.

The 575 feels like a stiff boat. Despite carrying plenty of sail, including a large main, she is well-balanced by both displacement and ballast in a performance T-keel as standard, hence she stood up well to the wind and maintained good average speeds.

She is built in sandwich with a balsa core and vinylester resin for lightness and strength, and there’s enough volume and depth to her forward sections to stop her slamming in a short chop.

Her high sides obviously help to keep the decks dry, but her low, flat cockpit does mean that helmsman and crew feel exposed to the elements.

Broad-reaching at 135°-150° apparent against the ebb, we rarely made less than double figures and it was easy to coax her onto waves and play them up to 11 knots. This is where the 575’s 50ft of waterline comes in, making her an efficient passagemaker.

Rather than gybe this powerful boat, we employed a benefit of the self-tacking jib – the ‘handbrake turn’ as I like to call it – spinning her quickly into a tack. She would pirouette safely through 270° without needing to touch a sheet.

A 105 per cent genoa is offered as an alternative to the self-tacking jib if preferred.

Comfort at the helm is good, especially when seated outboard with uninterrupted views over the low coachroof. Plotter and instruments are to hand. Meanwhile, crew can relax in a huge cockpit devoid of sailing hardware and sheets.

Indeed, it’s the perfect place to sit and wonder quite why the boom is so high. With 185cm from deck to boom it makes it dangerous even to unzip the stackpack. And yet the sprayhood was annoyingly level with my chin.

Still, when at anchor in the Med with the family relaxing on the superb cockpit sunbed, keeping that pesky aluminium boom out of harm’s reach will be a benefit, I’m sure.

What is the Hanse 575 like below?

I’ve never known the word ‘high’ to crop up so many times in my notes. The aft cabins are 235cm from sole to deckhead and to the hatches in the saloon it is 227cm, so you can’t rely on the handholds in the headlining to move about safely.

However, all surfaces are fiddled to help safe thoroughfare when heeled. Suffice it to say you feel a bit dwarfed below decks.

Key features are the shallow companionway and a double set of flush hatches above the saloon, which give ample light.

The master cabin offers a huge island berth and plenty of light, thanks to those curved hatches in the coachroof, plus the hull windows. Photo: Lester McCarthy

In our three-cabin layout, having three en-suite heads certainly gave an aura of luxury. Six different layouts are offered – the standard has a Pullman cabin instead of the second aft heads and options forward include twin double cabins and a crew cabin.

Time and thought has gone into lining up the grain across the panels and, although the red-stained mahogany veneer would not be my choice, Hanse are masters at catering for different tastes, offering a plethora of options.

Although not the case on our boat, all the exposed end grain will be sealed on future boats, and personally I would ask for rubber dampeners to be put on soleboards, as she’s not a peaceful boat – soles creak, button latches reverberate through lockers and doors slam.

However, with all the space on offer, I was impressed with the array of optional luxury extras – which would no doubt have delighted the couple I saw at the boat show – such as white and red night lighting throughout, LEDs on dimmers, electric toilets, forced aircon, dual Oceanair blinds, dishwasher, washing machine, wine cooler and, of course, the flatscreen TV and docking system.

Situated conveniently at the foot of the companionway, this large desk area is certainly useful for the conscientious navigator, and will also double admirably as an office. Photo: Lester McCarthy

The custom-made cambered Lewmar hatches were a nice touch, bringing extra light and views to the forward and aft cabins. A bilge pump at the mast base and tanks sited low near the centreline are neat ideas.

There is good access to the engine and genset each side, but this simply reveals how inadequate the insulation is – I’d bake a fish using more foil than that! The companionway steps lift for primary access, but expose sharp corners to the aluminium supports, which would be nasty to bang your head on.

Meanwhile, all through the saloon and galley above the raised lockers is an impractically shallow fiddled shelf, where things will simply collect dust or get lost.

This review first appeared in the January 2013 issue of Yachting World.

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I wouldn’t for a minute think to question the hull lines from such an experienced design office as Judel/Vrolijk, but my issue with this boat remains its hull height. At the dock freeboard is 110cm at the stern and 150cm at the bow, and when you can’t reach the hatches inside the accommodation, you have to question the practicality. Now, if you’re happy jumping down onto the dock from that height, scrambling up the mast to reach the boom and using ladders to open hatches, then there are many obvious advantages. The Hanse 575 has a tremendous feeling of space and is a fast, dry and pleasurable boat to sail short-handed. There is a phonebook-sized list of mod-con options to dazzle guests, including the pièce de resistance, a jet RIB – a real asset in Mediterranean anchorages, where I’m sure this boat will come into her own. When I asked my host, Steffen Kluike, if she was a plausible boat for cruising couples, he replied: “Yes, but I see it more of a Med home – it’s cheaper than a second home/apartment/office and you can move it around.” I think, for a boat that will probably cost £400,000 with taxes and options, that is a realistic proposition. She is an admirable sailing boat and will provide an enjoyable, quick ride. I don’t think 575 owners will thrash these boats over the oceans, but they will have a voluminous and comfortable floating home.

Yachting Monthly

• Digital edition

Hanse 315 review

• Philippa Park
• November 11, 2015

Hanse’s new smallest addition was designed to be affordable. Graham Snook tested her to see if she’s worth it

Product Overview

Manufacturer:, price as reviewed:.

This test has unsettled me.

For the last few years, the Winner 9 has been the leader in her class.

No other yacht around her size could offer her excellent combination of performance, price, build quality and customisation.

Now Hanse has launched its 315, I’m not certain which boat is best.

The hull of the 315 is reminiscent of Hanse’s sportier brand, Dehler, and she sails very well.

But is she now top of the class?

I’m not sure I know myself.

Performance

A force 4-5 easterly whistled through Hamble Point Marina as we set off with full mainsail and self-tacking jib.

She handled the conditions well, her grip in the water was excellent.

Only when the mainsail was left sheeted as a gust hit would the toerail submerge and she’d gripe, but she has to be hard pressed even for that to happen.

At the helm

There’s a short stub of a transom behind the wheel, which gives some feeling of security.

Our test boat was yet to have the fold-down transom and aft guardrails fitted, which I expect would remove the worry of dogs, children or helmsmen disappearing off the back without notice.

With the aft cabin beneath it, the cockpit is slightly higher than normal, but unless you’re standing at the wheel it’s barely noticeable.

Sitting to leeward, the pushpit makes a very comfortable backrest.

On the windward side I was reliant on the grip from my bum on the coaming as the foot blocks were yet to be installed.

(These will be fitted where the owner wants them, once she is sold).

The feeling on the Jefa steering was delightful: light, with no slack or echo of movement from the opposite wheel.

The danger with a steering system this good is that you find yourself waggling the wheels around to enjoy her responsiveness, which does little for her speed or your course, but it is fun.

Design & construction

Her hull is designed by Judel/Vrolijk with an almost plumb bow and stern making full use of her 9.1m (28ft 8in) hull length.

She only loses 40cm at her waterline.

From aft it’s clear to see there’s less internal volume beneath the cockpit, making her waterline narrower.

She has a foam-cored hull above the waterline, solid laminate below, and her deck is balsa- cored.

The inner tray moulding makes up the seat bases in the saloon and provides recesses for the bulkheads.

Nine bolts hold the deep, L-shaped keel in place.

Her self-tacking jib makes the crew redundant during tacks.

She had the optional Elvstrom FCL laminate jib and fully-battened mainsail with single-line slab reefing.

The mainsail was on Seldén’s excellent MDS cars, the jib benefiting from vertical battens near the head, which stop the top of the leech falling away and flapping with a frequency from Harley Davidson to Vespa, depending on course and wind speed.

Deck layout

Halyards and jib sheet are controlled by the two Lewmar 40ST winches either side of the companionway.

There are two others further aft, which can be used for a German mainsheet system or for offwind sails.

The cockpit locker to port is a good size, it’s hull depth, but where the moulding from the aft cabin beneath impinges on the locker it actually makes a good shelf.

There’s washboard stowage at the front that looked vulnerable to attack from dinghies or fenders.

The cockpit coaming isn’t the most supportive, but it’s nice and wide to sit on or comfortable to rest against.

The pick of the seats is a lovely rounded and reclined seatback at the aft end of the coachroof.

Even without the luxury of a cockpit cushion it was still snug and comfortable.

Stepping over the wide coaming onto the deck, there are short handrails to help you to the swept- back spreaders (with chainplates taken to the toerail) but nothing further forward.

It’s still a short distance to the mast, so longer handrails would have been nice.

Living aboard

There are two interior layout options and having been on board both, it is a tough decision; both have advantages.

Without the forecabin door, but with a large aperture in the forward bulkhead instead, you have a vast saloon area giving space and light.

With the full bulkhead and door you have privacy and cupboard stowage.

Your choice will depend on your circumstances; either way there is still a large, athwartships berth (with a minimum size of 1.93m x 1.65m) in the fair-sized aft cabin.

One of the reasons for my indecision is the clever use of space in the forecabin if you opt for the bulkhead and the three- in-one layout it gives.

The first layout is a standard V-berth (2.05m long x 1.55m at the head, 0.66m at the foot).

But lift the port-side cushion and a hinged board lifts and folds back, revealing a neat seat in the inner moulding, complete with cushion and backrest – and you’ve still got a full-sized single berth.

Lift the smaller starboard cushion, slide the bunk base under a locker and you now have a 1.39m long children’s double berth.

There is the question of what to do with the excess cushions: personally I’d relegate them to the oversized aft berth.

Sadly, if you opt for the open-plan interior, this innovative solution is done away with and the berth is full width and fixed.

Innovative touches

She has the touch-panel light switch found throughout the Hanse and Dehler range, so the lights can be programmed or dimmed – rare on this size of boat, as are LED lights in the recess of the overhead handrail.

The reading lights on stalks are also worth mentioning as they can be switched to red or white.

The saloon is a small (11cm) step up, the port-side seat is 1.93m long and would make a good sea berth with a leecloth added – and you will need one, because the starboard-side seat is a bit too short (1.65m).

Although it’s possible to sleep five, the saloon table again is a little frugal at 0.84m long, best suited to four diners.

The headroom is 1.74m (5ft 8in) in the saloon.

Although there are overhead handrails I felt a grab-handle aft of the chart table at a more accessible height would be an advantage, but any owner could easily add this.

Aft to port is a very large heads at the base of the companionway.

It’s a good storage place for wet oilskins, a fact not lost on the designers who have made a cut-out in the single piece GRP moulding to allow oilskins to hang and drain into the shower tray.

Further aft is the sink and inboard-facing toilet.

Chart table

The chart table has a minimum size of 0.65m x 0.51m and can be used seated, facing aft (beware of the corner by your thigh) or standing, facing outboard.

Opening the switch panel reveals a bundle of wiring all labeled with words, far better than the usual code numbers that have to be deciphered.

There are two bottom-hinged lockers outboard, and bookshelves will be added outboard of the saloon seating.

The small L-shaped galley is a good height to work and wash up at the single sink but the stove really needs a crash bar, because accessing the top-opening fridge on a port tack means leaning against the cooker.

The galley lacks workspace and stowage – the fiddled shelves outboard of the stove are OK, just.

One could say these details should be corrected, but she’s built to an attractive price.

Hanse said she’s more expensive than they had planned, but she is a better boat.

Maintenance

Access to the engine is from the front or either side.

Topping up the saildrive gearbox oil wouldn’t be the easiest of jobs, but neither is it impossible.

A single 90Ah service battery is under the starboard saloon berth (a second is optional).

The battery charger sits under the port berth.

All seacocks have neat slides on the handle to prevent them opening by accident.

OUR VERDICT ON THE BOAT

What’s she like to sail.

She’s a very easy boat to handle, thanks in part to her simple self-tacking jib arrangement.

Twin wheels on 31ft yachts seem here to stay, although she is available with a tiller, which keeps her cost down – but only one of the first 10 owners have opted for one.

The Jefa steering is as good as it is on many bigger, more expensive boats; it was light, silky smooth and responsive.

The leather-covered wheels were comfortable to use.

The cockpit sole occasionally felt a little high but this was minor and easily forgotten because the way she sails is very good indeed.

The mainsheet is ideally located between the wheels (but a German mainsheet or traveller are options).

It was easy to brace a foot on the table and heave in the sheet, or ease it out in gusts.

Not that the mainsheet needs much attention: only when water was washing down the side deck did she show any sign of disobedience – the angle of heel and increasing weight on the wheel gave fair warning well before we reached that point.

What’s she like in port and at anchor?

Her single and substantial bow roller sits well proud of her vertical bow.

The chain locker is deep, with stowage for fenders and plenty of chain for coastal cruising.

She’s manoeuvrable and will turn well in tight spaces.

There is a fair old distance between her saildrive and rudder, which causes a bit of delay between applying thrust and it being directed by the rudder, but it’s predictable.

The forward end of the cockpit was made for lounging: back to the coachroof, looking aft over the transom and anchorage – perfect, for two people at least.

Down below, the galley worktops are higher than usual, thanks partly to the sunken floor (to gain headroom) but it’s actually a comfortable height to work at.

The heads is a large, all-in-one GRP compartment with a built-in shower and space for hanging oilskins; it works well.

The saloon is bright and benefits from simple, neat design.

The open-plan option, which does away with the enclosed forward bulkhead and door, increases the feeling of space – something often lacking on smaller yachts.

Would she suit you and your crew?

In the past, it’s fair to say that accommodation was a higher priority for Hanse than sailing performance.

While the 315 hasn’t crossed over to being performance-orientated, she strikes a good balance.

She might not have the interior quality of a few other boats in her class, but neither does she have their price tag.

The 315 benefits from Hanse’s bulk-buying power and technology trickling down from its other models.

She starts off at a low price (£70,000 Inc VAT), then options help you tailor her to your requirements and your finances.

She’s available with twin wheels or tiller, shallow keel or deep.

The galley and chart table are the only compromised areas and even they aren’t off-putting.

The saloon is good, as are the cabins and cockpit, but she could do with a few more grab handles and a crash bar at the galley.

She’s a versatile boat, the Hanse 315.

A good buy for anyone starting out with their first new boat, or downsizing from a larger yacht.

If coastal cruising is your main aim – unless you have a large, grown-up family or crew in tow – she’ll make a great boat to do just that.

FACTS AND FIGURES

Price £92,300 Inc VAT LOA 9.62m (31ft 6in) LWL 8.70m (29ft 8in) Beam 3.35m (11ft 0in) Draught 1.85m (6ft 1in) or 1.37m (4ft 6in) Displacement 4,700kg (10,361 lb) Ballast 1,500kg (3,306 lb) Ballast ratio 31.9(%) Sail area 47m2 (506sq ft) SA/D ratio 17 Diesel 160 litres (35 gal) Water 230 litres (50 gal) Engine 20hp Transmission Saildrive RCD category A Designer Judel/Vrolijk & Co Builder Hanse Yachts UK Agent Inspiration Marine  Tel +44 (0)2380 457008  Web Hanseyachts.co.uk