Design Brief & Intent
The Privilège 51 was engineered to serve as a self-sufficient, highly comfortable ocean crosser rather than a stripped-down performance racer. During the early 1990s, French competitors were focusing heavily on lighter, high-volume models optimized for the Mediterranean and Caribbean charter fleets. In contrast, Philippe Jeantot’s shipyard prioritized structural integrity and fine interior finishing to appeal to private owners demanding a true offshore home.
The defining structural feature of the Privilège 51 is its forward central nacelle, which houses a massive owner’s suite directly ahead of the bridgedeck saloon. This unique layout not only maximizes living space but acts as a massive structural beam, adding crucial stiffness to the entire platform while providing significant reserve buoyancy in heavy, head-on seas.
Inside, the fit-out is reminiscent of a traditional monohull from a premium European yard, with abundant use of hand-varnished teak or cherry wood, robust joinery, and thick teak-and-holly cabin soles. Unlike modern production catamarans that rely heavily on drop-in fiberglass liners and veneer-faced plywood, the Privilège 51 features highly customized cabinetry, a fully equipped galley-down or galley-up arrangement, and independent en-suite heads for each accommodation cabin.
Variations & Configurations
While custom layouts exist due to the semi-bespoke nature of early Jeantot Marine builds, the Privilège 51 was primarily delivered in two main interior configurations. The private owner’s version features four distinct double staterooms—with the expansive master suite utilizing the forward central nacelle—each with its own dedicated head and shower. The charter-oriented version typically splits the hulls and forward spaces into five double cabins, occasionally utilizing the far bow peaks for crew quarters.
The sail plan is configured as a fractional sloop with a heavy-duty, deck-stepped aluminum mast and a full-batten mainsail. Keel configurations are fixed, low-profile twin skegs designed to protect the rudders and sail drives. Underway, these shallow-draft skegs draw only 4.5 feet (1.37 meters), facilitating entry into shoal waters like the Bahamas while remaining robust enough to ground out safely if required. Fuel capacity is substantial, generally split between twin tanks totaling roughly 200 to 230 gallons (750 to 870 liters) to feed the standard twin 50-horsepower Volvo Penta diesels.
Sailing Performance & Handling
With a robust displacement of 37,478 pounds (17,000 kg), the Privilège 51 is a heavy-displacement cruiser. Under sail, this mass translates directly into a remarkably seakindly and comfortable motion, as evidenced by a multihull comfort ratio of 15.46. While it lacks the rapid acceleration of lighter performance multihulls, its capsize screening formula of 3.16 underscores its deep stability and safety in extreme offshore conditions.
Its sail area-to-displacement (SA/Disp) ratio of 20.3 indicates that the vessel is sufficiently powered to perform well in moderate to heavy air, but it can feel sluggish in light winds. Real-world owner experiences published by Multihulls World note that the yacht begins to truly wake up in a Force 4 breeze (around 12 to 15 knots of wind), where it comfortably settles into a steady 8-knot cruise on a reach. In light air, the heavy hull and modest sail area make motoring or motorsailing standard practice.
The steering is hydraulic, which dampens some of the direct helm feedback but offers fatigue-free steering on long passages. The twin-keel design provides reasonable tracking upwind, though, like most fixed-keel cruising catamarans of its era, tacking angles are wider than those of performance catamarans equipped with deep daggerboards.
Market Snapshot & Economics
On the brokerage market, the Privilège 51 commands a steady premium compared to more lightly built production catamarans of the same age. Because of their limited production numbers and reputedly bulletproof hulls, they are relatively scarce and highly sought after by serious liveaboard cruisers and blue-water voyagers.
Prospective buyers must approach a Privilège 51 with a clear understanding of vintage catamaran economics. Because these vessels were often equipped with complex French electrical panels, mechanical systems, generators, and multi-zone air conditioning, a comprehensive refit can be costly. A vessel that has spent decades in the tropics will almost certainly require complete rewiring, new electronics, plumbing overhauls, and replacement of the original engine and generator machinery. However, because the underlying structural platform is so robust, investing in a high-quality refit is often considered economically viable, resulting in a world-class cruiser at a fraction of the cost of a new 50-foot catamaran.
Known Issues & Triage
The Privilège 51 is structurally exceptional, but it is not immune to the aging pains of 1990s composite construction.
- Balsa Core Deck Ingress: While the hulls are solid hand-laid fiberglass below the waterline, the decks and coachroof feature end-grain balsa coring. Over time, aftermarket installations of solar arrays, davits, or replacement deck hardware can suffer from poor caulking. Water seeping into these penetrations can rot the surrounding balsa core, leading to localized soft spots. A thorough percussion hammer test is mandatory during any pre-purchase survey.
- Saildrive Diaphragms & Seals: The standard Volvo Penta engines utilize saildrive transmissions. The rubber sealing diaphragms have a manufacturer-recommended service life of seven years. These must be inspected for cracking or water leakage. Furthermore, the seals between the engine compartment and the main hulls must be verified to ensure they remain watertight.
- Complex DC Wiring: The original build relied on intricate 12V and 24V wiring looms and early European distribution panels. Over the years, "owner-added" modifications (such as wind generators, solar controllers, and watermakers) can result in disorganized wiring. Triage generally requires stripping back abandoned wiring and installing modern busbars and digital breaker panels.
Modernization & Upgrades
Many Privilège 51 models have undergone significant modernizations to make them viable, comfortable off-grid platforms.
- Lithium (LiFePO4) Conversions: Veteran owners frequently replace the heavy, original 12V/24V lead-acid house battery banks with high-capacity lithium iron phosphate systems. Because of the ample deck space and hard biminis, these upgrades are often paired with high-efficiency solar arrays exceeding 1,000 watts, managed by modern MPPT charge controllers to eliminate the need for running diesel generators at anchor.
- Drivetrain Repowering: Many owners have swapped the original 50-horsepower diesels for upgraded 55-to-75-horsepower Yanmar or Volvo Penta engines to handle head currents and light-wind motoring more efficiently. When repowering, installing three-bladed folding or feathering propellers is a common upgrade to reduce drag under sail.
- Watermaker Upgrades: Replacing vintage, high-draw AC watermakers with modern 12V or 24V energy-recovery watermakers allows owners to run freshwater systems directly off the solar and lithium banks.
The Verdict
The Privilège 51 remains an elite option for blue-water sailors seeking a robust, spacious, and extraordinarily well-built catamaran. It trades light-air sailing agility for safety, comfort, and unmatched structural longevity.
Pros:
- Extremely robust, overbuilt construction with solid GRP hulls below the waterline.
- Forward central nacelle provides incredible structural stiffness and reserve buoyancy.
- Generous and highly luxurious interior joinery using premium, real wood.
- Exceptional stability and seakindly motion in heavy blue-water conditions.
- Deep, well-sheltered cockpit and excellent transom sugar scoops for water access.
Cons:
- Sluggish performance in light air (under 12 knots of wind) due to heavy displacement.
- Potential for expensive deck core repairs if deck fittings have leaked over time.
- High complexity of original onboard systems requires meticulous and costly modernizations.
- Increased windage from the high bridge deck and central forward nacelle.
