Dufour 56 -2 Sailboats for Sale

Layouts on the Used Market

Dufour offered the 560 with remarkable interior customization, and the used market reflects this variety. The saloon is a single, airy space with 6ft 7in of headroom, a portside U‑shaped settee with a convertible table, and a starboard L‑shaped settee paired with a fixed, forward‑facing nav station. The galley runs athwartships forward of the saloon, separated by two half bulkheads that double as storage and conceal an aft‑facing pop‑up flatscreen TV. Below the cabin sole, the signature wine rack holds 15 bottles lying down plus 10 standing up (25 in all), with additional storage cleverly worked into the settee and galley divider.

Forward of the saloon, the choices multiply. Four different sleeping‑quarter configurations were available: a centerline island berth with split head and shower compartments, a traditional Pullman berth to port with a combined head forward, an island berth offset to port that frees up room for an outboard lounge, and a charter‑focused layout that splits the owner’s stateroom into two cabins. A small crew cabin in the forepeak with deck access via an overhead hatch rounds out the accommodation.

On the used market, the four‑cabin charter layout is the more frequently encountered configuration, and many boats carry an ex‑charter history. The alternative owner’s-suite layout is also available but appears less often. Buyers should decide early whether they prefer the flexibility of four cabins or the luxury of a dedicated owner’s suite with split facilities.

Equipment and Common Upgrades

Brokerage Dufour 560s tend to arrive well‑equipped. Almost every boat will be fitted with air conditioning, a self‑tacking jib, electric winches, a bimini, autopilot, a bow thruster, a swim platform, a life raft, teak decks, AIS, a chartplotter, solar panels, a freezer, and a cockpit shower. These items are so prevalent that a 560 missing several of them would be an outlier.

In addition, many examples carry an inverter, hot water, radar, and heating. These are often seen rather than universal, but they add substantially to cruising comfort and should be on any buyer’s wishlist.

Owner upgrades and less common extras include lithium batteries, a furling mainsail, a dodger, an EPIRB, and dinghy davits. The standard rig supplies an 87‑percent self‑tacking jib, but the factory also offers deck‑mounted tracks for a full overlapping genoa as an upgrade, and an optional inner forestay for a staysail is a desirable find on boats that have it. The standard auxiliary is a 110hp Volvo Penta diesel with a four‑blade folding prop, but a 150hp upgrade paired with a five‑blade feathering Max‑Prop propeller is a meaningful factory option that improves cruising speed and rpm headroom. A retractable Side‑Power bow thruster is commonly fitted, and most boats will still carry the Eno plancha grill, cockpit sink, and prep surface built into the transom.

What to Inspect

A careful survey is critical, and several construction details merit close attention. The hull is a hand‑laminated polyester/foam core sandwich with solid glass below the waterline, so a moisture meter and percussion test should target any signs of water ingress into the foam core, particularly around through‑hulls and grounding points. The hull‑deck joint features an inward flange providing a solid bulwark that helped de‑molding but can be a stress point; surveyors should look for hairline cracks or movement along the sheer line.

Internally, an integral grid is fused to the hull and over‑laminated in high‑stress areas. Tabbing and grid bonds need inspection for de‑lamination or fatigue, especially in boats that spent seasons in charter. The L‑shaped cast‑iron keel with a large volume bulb should be examined for grounding damage, keel bolt condition, and sump bilge integrity. The balanced elliptical rudder delivers light, responsive steering, but its bearings and stock should be checked for play and water seepage.

The rig is a deck‑stepped Z‑Spars section positioned well forward. The deck‑stepped mast partner and step block are areas to verify compression integrity and corrosion of the step, and standing rigging age should be documented. Engine access is another consideration: Dufour opted for a V‑drive configuration that allows the engine to sit farther aft. This places the transmission forward and can make servicing the front of the engine and the shaft seal tight; confirm that maintenance has been consistent and that alignment is correct.

The retractable Side‑Power bow thruster should be deployed and retracted multiple times under load. It was noted for being surprisingly quiet while moving a lot of water; unusual noise, vibration, or slow retraction can indicate seal issues or motor wear. Finally, confirm that the prop is the correct unit for the engine package—four‑blade folding prop for the standard 110hp engine, five‑blade feathering Max‑Prop for the upgrade—and verify that blades pivot or feather properly.

Availability and Buyer’s Takeaway

The Dufour 560 is most frequently found for sale in Greece, Croatia, the United States, Spain, Saint Lucia, and Italy. Much of the inventory is ex‑charter, which often means a comprehensive equipment package and a well‑documented maintenance history if fleet‑managed, though buyers should weigh that against likely higher engine hours and interior wear.

When shopping, keep this short checklist in mind:

• Commission a survey that specifically addresses foam core moisture, grid bonding, and hull‑deck joint integrity.
• Inspect keel attachment, rudder bearings, and all below‑waterline seals.
• Cycle and listen to the retractable bow thruster under load.
• Review engine and V‑drive service logs; verify the condition and type of propeller.
• Assess the rig’s age and the condition of the mast step, standing rigging, and sail inventory, especially any genoa track or inner forestay additions.
• Budget for cosmetic refreshes on ex‑charter boats, including teak deck treatment, upholstery, and canvas.