Design and Construction
The defining element of the Class 6 is a longitudinal central spine, almost a suspended third hull molded into the nacelle, which removes the need for a forward crossbeam and lends impressive rigidity to the narrow hulls anchor. This spine soaks up the loads from the mast and forestay, both of which are fixed directly to it, and it pierces bigger waves like the bows, dissipating energy and providing buoyancy as water streams beneath the nacelle. The result is a hull that avoids slamming and resists any tendency to bury its bows in steep seas. Axe bows and chined hull sides complete the picture, the latter maximizing interior volume. Construction is foam-sandwich, vacuum-infused with epoxy and reinforced with Kevlar in high-stress and impact zones; buyers choose between a Performance pack using vinylester resin with carbon-glass-kevlar and gelcoat, and a Race pack in epoxy with 100 per cent carbon, kevlar and paint. The boat has been deliberately over-engineered for strength, and foam sandwich carries through to the furniture to keep weight down. Light displacement is 15 tonnes, falling to 13.5 with the full-carbon option, and the design will carry up to 18 tonnes all-up.
Rig and Handling
Because the spine carries the rig loads, the designers were able to set the mast further back than is normal on a comparable catamaran, centralizing sail area for a stable, smooth ride. The boat is offered with a rotating mast and carbon boom on a hydraulic furling system, and the staysail, genoa and gennaker all furl hydraulically; a typical layout gives mainsail and genoa at the touch of a button, with sheets led to hydraulic winches at the helm. A self-tacking staysail deploys quickly if the wind rises, and a storm sail is available as a safety option. With main and a 104 m² XL genoa the Class 6 matches wind speed in 3 to 10 knots of air, and with a Code 0 or 280 m² gennaker off the bowsprit she sails faster than true wind on a reach in calmer conditions. Keel and board choices run from fixed keels to curved asymmetric daggerboards giving 3.8 m draft down or just 0.9 m with boards up and lifting rudders, the boards helping her pinch upwind in light conditions. Twin 80 HP Yanmar engines push her at ten knots at 2,500 rpm using about 11 litres an hour, or seven knots on a single engine.
Accommodations
The spine’s elimination of crossbeams opens a 44 m² living space in the nacelle, described by reviewers as feeling like a New York apartment, with the saloon and cockpit together running to 475 square feet and an enormous galley. A sliding window at the back of the saloon opens fully for an Open+ indoor-outdoor arrangement. Below, the chines allow wide island berths in the aft cabins, while forward berths are set athwartships and higher to clear the performance bows. The platform is very spacious yet built for the highest average speeds in complete safety across any sea state.
Refits and Ownership
The first hull launched more than a year before the Toulon test began life as a powercat with a large combustion engine in one hull and an electric motor in the other, only later receiving a sailing rig — evidence that the platform accepts substantial reconfiguration. As a semi-custom yacht, the Class 6 lets owners specify most technical elements of navigation and comfort, from pack level to steering by wheel or tiller with seats, and a Smart Hybrid power version exists with one diesel and one electric drive. Dan claims the Class 6 is the best catamaran a couple can manage without a skipper.
The Verdict
The O Yachts Class 6 is a genuinely unusual cruising catamaran whose central spine resolves the usual trade-off between rigidity and open living space. It is light, rigid and punchy without being overpowered, and it targets 300 nautical miles a day in good conditions as a safety-minded performance benchmark. For a family or short-handed pair intending to go far and stay long, the semi-custom path and documented structural intent make a strong case.
Pros
- Central spine removes forward crossbeam and opens 44 m² of unhindered accommodation
- Spine-borne rig permits aft mast placement for stable, smooth motion
- Over-engineered foam-sandwich construction with Kevlar impact reinforcement
- Daggerboard and lifting-rudder options cut draft from 3.8 m to 0.9 m
- Hydraulic furling of main, genoa, staysail and gennaker eases short-handed sailing
Cons
- Full capability depends on semi-custom choices that shift spec and cost
- First hull’s power-to-sail conversion shows the base platform is not a fixed type