Hull Design and Naval Architecture
The most consequential decisions made by Lombard's team were concentrated at the extremes of the hull. Inverted bows sit ten centimetres above the static loaded waterline, which eases turning both offshore and in harbour while reducing the risk of burying a bow in downwind conditions. The rocker profile was modified particularly towards the transom so that, at speeds above ten knots, the stern wave is left cleanly behind in a manner that resembles a monohull beginning to plane — the front metre of each hull lifts clear of the water and turbulence at the transoms disappears. Narrow hull sections both below and above the waterline keep wetted surface modest without sacrificing the interior volume that cruisers need, because the hulls flare outward above chines running their full length. The design team considered daggerboards and concluded that keels with a proper aerofoil cross-section offered marginal enough gains that the added cost, loss of interior space, and tacking complexity were not worthwhile. Deeper fixed keels in turn permit higher-aspect-ratio rudders mounted almost at the transom, which gives the helm a precision rarely found on a cruising catamaran. Construction is vacuum-infused with Divinycell foam core, and interior bulkheads are reinforced with carbon fibre; four watertight bulkheads provide meaningful damage-containment redundancy.
Rig and Sailing Performance
The standard sail plan pairs a square-top mainsail with a self-tacking jib, and the result is a boat that can be handled without drama by a couple. The self-tacking setup is also a very high aspect ratio arrangement that preserves pointing ability without demanding constant trimming. Optional headsails — a 64-square-metre overlapping genoa, an 89-square-metre Code 0, a 125-square-metre furling gennaker, and a 175-square-metre asymmetric spinnaker — give an owner an efficient all-round offshore inventory. During a sea trial on Chesapeake Bay, consistent speeds from the low nines to well past ten knots were recorded in fifteen knots of true wind under code sail; a twenty-knot puff pushed the speedo to fifteen knots and held it there. In the European test programme, just over ten and a half knots beam-reaching in twelve knots of breeze with the gennaker set pointed toward comfortable two-hundred-plus-mile days. Upwind performance is equally strong: the boat speed nearly equalled the true wind speed in three to six knots with the Code 0 sheeted tight at apparent wind angles of thirty degrees. Tacking behaviour is notably un-catamaran-like — very little speed is lost through tacks, and spinning quickly through the manoeuvre rather than easing through it is the correct technique. At initial sea trials off the French Atlantic coast, the first 48 Open reached twenty knots at a hundred-and-twenty-degree true wind angle in four-metre waves, with the autopilot handling the steering.
Helm Stations and Deck Layout
The double aft helm stations — Nautitech's signature feature — place the helmsperson out in the open, directly connected to wind and wave feedback while remaining within easy conversation of the cockpit. Electric Harken winches sit just inboard of each wheel, so raising the square-top mainsail and trimming sheets is a push-button exercise. Reef lines exit the mast and run through covered channels in the Bimini top before dropping to clutches in the cockpit, eliminating line clutter except around the helm stations themselves, where working space is adequate. The mainsheet traveller spans the full beam aft of the cockpit and is controlled by a Harken electric Flatwinder. Wide, open side decks with ample moulded handholds make moving forward while underway feel secure. One limitation acknowledged by both test programmes is visibility past the coachroof corner from the aft helms: a blind spot exists that takes some getting used to. Sail-handling line runs also turn through two ninety-degree angles before reaching the clutches, which increases friction and effective load on the winches.
Accommodations and Interior Layout
Five layout configurations are offered, ranging from two to four cabins with berths for four to nine. The centrepiece of the saloon is a bar-style counter placed at the centre of gravity of the boat, close to the mast, creating a natural gathering point that functions as worktop, bookshelf, and social hub. To starboard sits a large galley with ample worktop space and an extensive choice of refrigeration and freezer options; to port, an L-shaped saloon table seats six comfortably and eight at a pinch. A navigation station sits forward to port. The saloon has almost three-hundred-and-sixty-degree vision, interrupted only on each quarter, and the yard has worked to reduce solar gain by limiting overhead glazing while adding opening hatches to maximise natural ventilation. A sliding door and adjacent opening window between the saloon and the Bimini-shaded cockpit dissolve the boundary between indoors and out. The optional SmartRoom in the forward starboard hull is the most versatile feature: it can be configured as a guest cabin for two, a bunk room for three children, or a utility room with washer-dryer and stowage. Interior joinery choices run to light walnut or oak, and solid capping pieces on all joinery are designed to absorb knocks as the boat ages without exposing fragile veneers. All interior trim panels are clipped rather than fastened, providing instant access to wiring, deck fittings, and through-hull components.
Systems and Electrical
The 48 Open's electrical architecture deserves attention as a long-passage tool. The standard twin D2-60 Volvo Penta saildrives (a D2-75 option is available) are relatively quiet even at get-home-quick speeds of eight and a half knots. Fuel capacity is six hundred litres across two tanks — reasonable for extended passages, especially combined with the solar and lithium options. The optional two-kilowatt solar array paired with a 1,020-amp-hour lithium bank is a popular owner specification, and a diesel generator is considered only essential if air conditioning is fitted. Systems installation is neatly executed with easy access to pumps and filters, and a digital switching system ships with full manual backup. A second autopilot system on a completely independent network is available as an option — important for those planning long-distance sailing.
The Verdict
The Nautitech 48 Open makes a persuasive case that a cruising catamaran can deliver genuine offshore pace, precise helm feel, and enough interior flexibility to satisfy a long-term liveaboard couple, a charter operator, and every situation in between. The naval architecture choices — raised bow entry, modified transom rocker, fixed aerofoil keels, high-aspect rudders — pay dividends in performance without adding the operational complexity of daggerboards. The SmartRoom concept and five layout options give the boat genuine versatility. Its weaknesses are real but manageable: visibility from the aft helm stations requires adaptation, and the line-routing to the clutches adds friction. Neither flaw is a deal-breaker offshore, where the boat's ability to sustain ten-plus-knot averages in moderate breeze genuinely changes passage planning.
Pros
- Outstanding balance of speed and directional stability for a cruising catamaran
- Very light tacking losses; handles more like a capable monohull than a traditional cat
- SmartRoom flexibility covers owner-offshore, family, and charter configurations
- Quiet, efficient motorsailing thanks to Volvo Penta saildrives and well-matched power
- Solar-ready electrical architecture largely eliminates generator dependence for non-air-conditioned passages
- Vacuum-infused construction with carbon-reinforced bulkheads and four watertight compartments
Cons
- Aft helm positions offer limited forward visibility, especially past the coachroof in confined waters
- Line runs through two ninety-degree turns increase friction and winch loads
- Cockpit and saloon tables cannot be joined for large-group dining
- No protection from the elements at the helm; fully exposed aft stations suit blue-water passages better than cold-climate cruising
