Design and Construction
Robertson & Caine builds the Leopard 46 in fiberglass, with solid hulls and deck, iron ballast, twin keels, and spade rudders. It measures 47 feet 6 inches overall, with a 24-foot-1-inch beam and a light displacement of 38,925 pounds.
The stepped hulls are paired with a powerful rig and overlapping genoa to deliver what the builder describes as superior handling across wind conditions. The helm sits a few inches above the cockpit for better forward visibility. The boat carries NMMA and CE certification as a matter of record.
Leopard sells the 46 both to private owners and into charter fleets operated by The Moorings and Sunsail. Of the first 50 units, reportedly 70 percent were slated for charter as the fleets refresh.
Rig and Handling
The sail plan includes an upgraded aramid-fiber laminated square-top mainsail from Ullman Sails. The mast is three feet taller than the Leopard 45’s, intended to improve performance, and gives the boat a total air draft of 75 feet 2 inches. Upwind sail area with the genoa is 1,512 square feet, while a code zero is available for downwind sailing.
In one trial, test sailors found the Leopard 46 moving steadily at 6 to 6.5 knots at 60 degrees apparent and consistently logging speeds in the low 7-knot range on a beam reach in 14 knots of true wind. Two electric winches are standard and a third is optional, putting the large sail loads under push-button control.
Propulsion and the Hybrid Option
The standard propulsion choices are twin 45- or 57-horsepower Yanmar diesels. Leopard also offers a hybrid-electric drive developed with La Rochelle-based Alternatives Energies.
The hybrid system uses two 25-kilowatt electric pods, a 24-kilowatt range-extending generator, and two separate 27-kilowatt-hour lithium-iron-phosphate battery banks for redundancy. A 400-volt DC controller called OneBox manages the system’s charging sources: 1,600 watts of glass solar panels on the bimini, hydrogeneration from the 18-inch propellers, shore power, and the generator. The builder claims that the generator starts automatically when the batteries reach a 40 percent state of charge.
Under battery power alone, testers recorded 7.4 knots; with the generator engaged, the boat reached 9.1 knots at full throttle; and a full charge provides up to four hours of electric-only running at 6 knots. The fixed propellers required for regeneration create at least 1 knot of drag under sail, unlike the folding propellers available with the diesel-only installation.
Accommodations
The Leopard 46 comes in several configurations: a three-cabin arrangement with a utility space, a four-stateroom version, or a layout with five double berths. All cabins have ensuite heads.
In the three-cabin arrangement, the owner’s cabin is aft in the starboard hull and has its own entry steps. The port-forward hull can contain a utility room for gear storage, office use, or workshop duties. To create the five-stateroom layout, Leopard shortens the master cabin and adds an over-under bunk cabin amidships. The old bow skipper cabins have been eliminated.
A four-panel glass door slides into the starboard casing below the helm, opening the cockpit and saloon into one social space. A long port settee extends into this area, while a chaise longue faces the dinette. Forward, the galley preserves the marque’s view over the foredeck. Leopard’s signature front door leads to a roomy forward cockpit, and the port-side, forward-facing navigation station has a wide seat.
Known Issues
The only drawback identified in the reviewed material concerns the hybrid regeneration system. It requires fixed propellers, and the sail test measured their effect at at least 1 knot of drag under sail.
The Verdict
The Leopard 46 is a thoughtful evolution of a proven, charter-bred catamaran. It trades the old bow cabins for a flexible interior with three to five staterooms and adds a genuinely protected helm for single-handed sailing. The hybrid drive is a serious installation, with redundant battery banks and several charging sources, rather than a token option. Its fixed-propeller drag, however, is a real cost for sailing purists.
Pros
- Stepped hulls and a taller rig provide strong light- to mid-air sailing performance
- Hybrid system combines separate battery banks with multiple charging sources for quiet, long-range cruising
- Flexible three-to-five-cabin layouts include full ensuite heads and a useful utility room
- Protected helm and standard electric winches make short-handed offshore work easier
Cons
- Fixed propellers required for hybrid regeneration cost at least 1 knot of speed under sail
