I f the Hunter e36 starts to feel a little cramped for you maybe you should consider this new Hallberg-Rassy 64 designed by German Frers. It would be a big step up in several ways but you'd get that H-R/Frers pedigree, a lot more comfort and an impressive increase in boat speed.
I don't have any hull lines for this Frers design but I have some renderings that indicate a moderate hull shape with that trademark Frers rolled transom corner, and a very attractive spring to the sheer, another Frers trademark. I really like this sheerline. It's bold yet not exaggerated. The D/L, using the "lightship" displacement, is 188 and the L/B is on the narrow side at 3.82. There is enough rake to the bow to keep the anchor from chipping the gelcoat and there is a bit more overhang aft than we see on smaller models. The rudder is a deep, partially balanced spade type. Draft is 8 feet, 2 inches with a bulbed fin with 28,000 pounds of lead on the lower 66% of the fin. If the size of this boat is a bit hard to grasp just consider 28,000 pounds of ballast.
The drawings show four available interior layouts. While the galley and main cabin areas remain essentially the same you can play with how you want the ends arranged. In the large owner's cabin aft you can have a centerline double, a double to starboard and a single berth to port or single berths port and starboard. Forward you can have three staterooms with a double just forward of the mast to port, stacked crew berths to starboard and V-berths. You do have to walk through the crew area to get to the V-berths, unless you use the deck hatch. The saloon features a large dinette to port with centerline bench and a settee to starboard. The galley is spacious, as is the nav station opposite to port. There is a large engine room but I can't tell from the drawings how you access it unless it's from the cockpit. Anyway you choose to slice it you are going to be very comfortable.
If I use Hallberg-Rassy's numbers with the "lightship" displacement I get an SA/D of 16.12. I expect that displacement figure is quite optimistic. The specs call for a "battenless mainsail" with hydraulic in-mast furling. The furling gear for the genoa is below the deck. For a change the triple spreaders are in line with an inner forestay and running backstays. Winches are all hydraulic with a "push button" mainsheet system, which I would take to mean powered in and powered out.
The deck is relatively clean with flush hatches aft and a large well for the ground tackle forward. As with all center cockpit boats the actual cockpit is not very big. It certainly is adequate. There is a table for outside dining, a large steering console for the single, large-diameter wheel and plenty of seating room for the crew. You will have to climb over the coaming to get in and out of the cockpit. You could cut a portion of the coaming away to make access and egress safer and easier but it would compromise headroom below.
With a 280-horsepower diesel providing the auxiliary power, light-air performance should not be an issue.
LOA 65'1"; LWL 57'6"; Beam 17'1"; Draft 8'2"; Displacement 79,400 lbs.; Ballast 28,000 lbs.; Sail area 1,861 sq. ft.; SA/D 16.12; D/L 188; L/B 3.82; Auxiliary Volvo D6-280; Fuel 476 gals.; Water 344 gals.
In the U.S., contact Eastland Yachts
33 Pratt St., Essex, CT 06426, (860) 767-8224
Our Best Estimate of the sail-away price
o.b.e. $2.95 million