Design Brief & Intent
The Privilège 615 was built for the discerning cruising sailor who prioritizes structural integrity, safety, and liveaboard opulence over raw racing speeds. In an era dominated by lighter-weight production catamarans from mass-market builders like Lagoon and Fountaine Pajot, and daggerboard-driven performance designs from builders like Catana and Outremer, the Privilège 615 carved out a distinct niche. It was built to the rigorous standards of Bureau Veritas, utilizing materials and techniques that prioritized longevity.
The hull, nacelle, and deck of the 615 are constructed using vacuum-infused fiberglass and vinylester resin sandwich configuration over a closed-cell Divinycell foam core. To guard against osmotic blistering and maximize puncture resistance, solid hand-laid glass laminate is used below the waterline 3. The structural integrity is further enhanced by utilizing vacuum-bagged composite sandwich bulkheads that are directly laminated (tabbed) to both the hull sides and the deck. This rigid, monocoque design prevents the structural shifting, creaking, and flexing common in lighter catamarans when sailing in heavy offshore conditions.
A signature design element of the Privilège range is the prominent central nacelle, or forward pod, projecting ahead of the mast. This structural nacelle serves two key functions: it provides a massive amount of reserve buoyancy in head seas to prevent nose-diving, and it unlocks unparalleled interior volume. The interior joinery reflects the premium, semi-custom heritage of Alliaura Marine. Standard hulls featured either cherry wood or light maple finished in a deep, high-gloss marine varnish, complemented by solid wood trim and meticulously matched grain patterns. The level of fit-and-finish inside the 615 is closer to that of a custom superyacht than a production cruiser, providing excellent acoustic dampening and a solid, rattle-free living environment under way.
Variations & Configurations
To satisfy both private owners and high-end charter operations, the Privilège 615 was offered with several layout options. The most famous and highly coveted of these is the Owner’s Version. In this 4-cabin configuration, the master stateroom is a palatial suite utilizing the central nacelle and stepping down into the port hull. It features a center-line double bed positioned on the bridge deck, flanked by a dedicated dressing room, a vanity desk, a small sofa, and an expansive ensuite bathroom equipped with a hydro-massage shower in the hull. The other three cabins are generous double suites, each with private heads. A 5-cabin option was also produced, adding a dedicated staircase from the saloon to access an additional forward double cabin, which is highly favored for commercial crewed charters but slightly compromises the absolute scale of the owner's stateroom.
Galley placement was another critical design variation. The "Galley Down" arrangement places the kitchen in the starboard hull gangway. This removes all cooking odors and noise from the main living area, keeping the saloon completely open as a social lounge, bar, and formal dining space—a setup preferred by those sailing with professional crew. The "Galley Up" configuration places the galley in the saloon, facilitating a highly social, owner-operator lifestyle.
Under the water, the 615 is equipped with deep, fixed mini-keels. These keels protect the rudders and sail drives, allowing the boat to be safely beached for maintenance or driven into shallow anchorages with a modest draft of just under six feet. The standard rig is a fractional sloop with an aluminum mast towering over 85 feet above the water line. Sail plans normally featured a fully battened mainsail and a furling genoa, with many boats carrying an optional staysail on an inner forestay and a gennaker on a fixed bowsprit.
Sailing Performance & Handling
With a dry displacement of 58,000 pounds, the Privilège 615 is a heavy vessel, yet its sailing performance is surprisingly lively. The displacement-to-length (D/L) ratio of 140.41 reveals an exceptionally long waterline that translates to an efficient hull form with reduced drag and a diminished tendency to hobby-horse. This is complemented by a potent sail area-to-displacement (SA/Disp) ratio of 21.89, which provides the necessary horsepower to keep the boat moving well even in light to moderate breezes.
In practical sailing conditions, the 615 easily reaches close to 7 knots close-hauled in just 9 knots of true wind, and climbs to over 9 knots when reaching in a 13-knot breeze. Because she is a heavy-displacement luxury cruiser, she is not designed to fly hulls or scream down waves at racing speeds; instead, she is a stable locomotive that eats up ocean miles. Cruising logs show that the 615 reliably maintains average crossing speeds of 8 to 9 knots, providing a secure, quiet, and dry ride.
With a beam of 30.3 feet, the boat’s stability profile is immense, which is mathematically supported by its capsize screening ratio of 3.14. The motion in a seaway is exceptionally comfortable, as denoted by a comfort ratio of 16.42. The high bridgedeck clearance and refined, buoyant hull entries prevent the jarring, jerky accelerations and bridgedeck slamming that plague lighter, flatter-bottomed cruising catamarans in sloppy head seas.
At the helm, the helmsman is positioned at a mid-level station situated on the port side of the coachroof, between the cockpit and the flybridge. This design keeps the helmsman connected with the social activity in both the cockpit and on the flybridge, while offering panoramic visibility over all four corners of the vessel. Sail controls, sheets, and halyards lead directly to a bank of powerful electric winches adjacent to the helm station, making the boat surprisingly easy to handle short-handed or by a cruising couple.
Market Snapshot & Economics
On the brokerage market, the Privilège 615 commands a premium position, retaining its value far better than contemporary mass-production catamarans. Because only 21 of these boats were built, they are highly scarce. When they do come to market, they represent a high-value opportunity for blue water cruisers who recognize the superior build quality of the Alliaura Marine era.
However, prospective buyers must realistically assess the refit economics of a complex, 60-foot vessel. Due to the age of these hulls, almost all units have undergone, or are currently due for, major system overhauls. The 615 relies on extensive auxiliary systems, typically including twin diesel engines, dual generators, high-capacity watermakers, and multiple zone air-conditioning units. A comprehensive refit of a vessel of this scale—including replacing aging teak decks, renewing standing rigging, upgrading older electronics, and refreshing complex mechanical plants—requires a substantial capital reserve.
Known Issues & Triage
While the structural integrity of the hull and deck is rarely a concern due to the high-grade Divinycell and vinylester infusion process, several model-specific wear points and system-level issues have emerged as these vessels age.
- Electrical System Configuration: Many of the 615 hulls were originally built to European specifications, operating on a 230V/50Hz AC system. When these boats are imported to North America, they require extensive and complex electrical triaging. Converting them to a US-compatible dual-voltage system (or setting up clean global shore power conversion via isolation transformers and high-capacity inverter-chargers) is a major undertaking that must be performed by certified marine electricians.
- Teak Deck Degradation: The original teak decks laid in the cockpit, side decks, and flybridge will inevitably reach the end of their service life. Inspecting for worn caulking, loose planks, or compromised adhesive is a vital step during surveying. Remedying a failing teak deck on a catamaran of this beam is labor-intensive and expensive.
- Steering Gear and Rudder Bearings: The immense loads generated by a 30-foot beam and large spade rudders put considerable strain on the mechanical steering cables, sheaves, and self-aligning rudder bearings. Steering cables must be regularly inspected for fish-hooking or tension loss, and rudder bearings should be checked for play or rumbling under load, which indicates water ingress and wear.
- Engine Compartment Ventilation: The aft engine compartments house not only the main Yanmar diesels but also auxiliary gear like generators, watermakers, and battery chargers. This high concentration of equipment generates significant heat. Original engine room blowers and ventilation ducts must be checked regularly, as excessive ambient heat in these compartments can lead to premature alternator failure and erratic behavior in electronic engine control modules.
Modernization & Upgrades
Given the robust bones of the Privilège 615, many owners choose to invest in modernizing the boat's systems to achieve near-total autonomy at anchor.
- Lithium Battery Conversions: The original massive, heavy banks of AGM house batteries are prime candidates for replacement. Modern owners are converting these systems to Lithium Iron Phosphate (LiFePO4) chemistry. Upgrading to a high-capacity lithium bank (typically 800Ah or more at 24V) dramatically reduces weight, increases usable capacity, and allows for the running of high-load AC appliances—including air conditioning—directly through the inverters overnight without relying on a generator.
- Solar Power Integration: The wide coachroof and bimini structures are ideal for solar harvesting. A common refit involves mounting a custom stainless steel or carbon fiber arch over the dinghy davits to support a high-output solar array (often between 1.5kW and 3kW). Paired with modern MPPT controllers, this allows the vessel to run its house loads and refrigeration indefinitely without burning diesel.
- Repowering: Some early hulls came equipped with Yanmar 6BY-series engines. During major refits, owners frequently repower the vessel with modern common-rail diesels, such as the Yanmar 4LV-195, which are quieter, highly fuel-efficient, and easily integrated into modern NMEA 2000 electronics networks.
- Satellite and Navigation Overhauls: Legacy navigation electronics (often early Raymarine or Furuno systems) are regularly stripped out in favor of modern glass-helm multifunction displays from B&G or Raymarine Axiom. Furthermore, the installation of flat-panel Starlink satellite terminals has become a standard upgrade, allowing digital nomads and remote cruisers to maintain high-speed connectivity anywhere in the world.
The Verdict
The Privilège 615 remains a hallmark of luxury catamaran design from an era when builders focused heavily on thick fiberglass layups, rich interior joinery, and structural safety. For the sailor who intends to undertake long offshore passages or live aboard permanently in luxury, the 615 offers an incredibly quiet, solid, and capable platform that handles heavy seas with grace. While the cost of maintaining and modernizing its complex yacht-scale systems can be substantial, its exceptional build quality and strong resale value make it an excellent choice for serious blue water cruising.
Pros
- Exceptional build quality with vacuum-infused fiberglass, vinylester resin, and a rot-proof Divinycell foam core.
- Superb structural stiffness and quietness under way due to vacuum-sandwich bulkheads tabbed directly to the hulls and deck.
- The unique forward nacelle design provides a palatial, full-beam owner's suite and crucial reserve buoyancy.
- Highly predictable, smooth motion in a seaway with high bridgedeck clearance that minimizes pounding.
- Excellent visibility and simple sail handling from the protected, mid-level port helm station.
- With a dry weight of 58,000 lbs, it is a heavy boat that lacks the top-end speed and light-wind agility of performance-oriented daggerboard catamarans.
- High system complexity requires meticulous maintenance and can result in expensive refit costs.
- Many pre-owned hulls require significant electrical triaging and conversion from European 230V/50Hz to US specifications.
- The original teak decks are highly labor-intensive and expensive to repair or replace as they reach the end of their lifespan.
