Its construction utilizes vacuum-bonded GRP sandwich technology with a closed-cell PVC foam core in the hulls and decks, protecting against water absorption while optimizing the strength-to-weight ratio. In critical structural areas—such as bulkheads and reinforcement zones—the yard incorporated end-grain balsa and marine-grade plywood cores. Complete with low-aspect fixed keels reinforced for beaching, watertight forward buoyancy compartments, and skeg-hung rudders, the boat is physically engineered for demanding offshore environments.
Variations & Configurations
The Voyage 520 was produced in configurations heavily prioritized toward maximum guest accommodation, though owner-oriented modifications exist in the secondary market.
- 4-Cabin / 5-Head Layout: The dominant layout features four identical, private ensuite queen-berth cabins situated in the outer corners of the hulls. Each stateroom has dedicated head and shower facilities. An optional fifth day-head is commonly integrated off the main salon or aft cockpit.
- Foredeck & Auxiliary Berths: To accommodate professional crews or larger families, some configurations feature a single or double crew berth built into the foredeck hulls, accessible via deck hatches. Others include a slide-out navigation station berth or single crew bunks midships.
- Rigging & Underbody: The boat features a 7/8 fractional rig with a stout anodized aluminum mast and boom. Standard sail plans feature a fully battened mainsail and an overlapping furling genoa. Dual 56 HP Yanmar 4JH5E diesel engines paired with sail drives provide reliable propulsion under power. The twin low-aspect keels offer a highly shallow draft of just 3.9 feet (1.20 meters), ideal for navigating the shoals of the Bahamas and Caribbean.
Sailing Performance & Handling
The sailing genetics of Simonis Voogd Design are highly apparent in the Voyage 520’s numbers, elevating its performance above standard cruising multihulls.
With a Sail Area-to-Displacement (SA/Disp) ratio of 26.84, the 520 is notably over-canvased for a production cruising catamaran of its weight. This active, powerful sail plan allows the boat to perform exceptionally well in light-to-moderate air, sailing efficiently without the need to fire up the engines—a common downfall of heavier, under-canvased cruising catamarans.
At the helm, the vessel’s capsize screening ratio of 3.81 reflects its exceptionally wide, stable stance (27.1-foot beam). It resists rolling and healing, tracking straight with a highly sea-kindly, predictable motion. However, because Voyage Yachts prioritized aerodynamics and a low center of gravity, the bridge deck clearance sits at roughly 18 inches (0.46 meters). When driving into short, choppy head seas, this low bridge deck results in noticeable slamming (pounding) beneath the nacelle. While structurally robust enough to handle the forces, the physical noise and vibration can degrade cruising comfort during tight upwind angles.
Market Snapshot & Economics
The Voyage 520 occupies a specific niche on the brokerage market, with a listings count of 13 and a median price of $425,000. Its market position is heavily shaped by its historic association with the Voyage Charters fleet in Soper’s Hole, Tortola.
Because many of these hulls began their lives in professional bareboat or crewed charter programs, buyers should anticipate high engine and generator hours, as well as cosmetic wear. In addition, several hulls in this class suffered damage during Hurricane Irma in 2017. While those repaired directly at the Voyage Yachts yard in Cape Town or their dedicated repair facilities in the British Virgin Islands were restored to high factory composite standards, buyers must secure an exhaustive structural survey to verify laminate integrity and dry cores.
A standard post-charter refit budget should account for:
- Rigging replacement: $15,000 to $25,000 for standing wire and swage terminals.
- Sail drive overhaul: $5,000 to $10,000 (replacing diaphragm seals and cone clutches).
- Engine refreshes: Rebuilding or replacing the mechanical Yanmar diesels.
Known Issues & Triage
Maintaining a Voyage 520 long-term requires targeted inspections of several documented vulnerabilities:
- Bridge Deck Stress Crazing: The repetitive pounding from its low 18-inch clearance can lead to localized stress crazing in the gelcoat on the underside of the bridge deck. Annual inspections should ensure these micro-cracks are purely cosmetic and have not compromised the laminate or secondary bonding.
- Bulkhead Secondary Bonding: Under heavy offshore loads or high-stress chartering, the secondary fiberglass bonding where structural plywood or balsa bulkheads join the GRP hulls can suffer from hairline fracturing or delamination. Triage requires grinding back the gelcoat, grinding out the old adhesive, and re-tabbing the bulkheads with multiple layers of quadraxial glass and high-grade epoxy resin.
- Balsa Core Moisture Intrusion: While the hull bottom is solid glass and the topsides are foam-cored, the decks and cabin top contain end-grain balsa coring around hardware mounting plates. Standard maintenance involves removing all deck hardware (cleats, stanchions, winches), drilling out the surrounding balsa, backfilling the cavity with thickened epoxy (creating an isolated epoxy puck), and re-bedding the fasteners with polyurethane sealant.
- Sail Drive Diaphragms: The Yanmar sail drive rubber boot seals require physical replacement every 7 years. Owners must check for water-in-oil signs in the lower units and budget for haul-outs to replace these critical underwater barrier membranes.
Modernization & Upgrades
Modern owners transitioning the Voyage 520 into an off-grid, blue-water cruiser invest heavily in electrical and mechanical upgrades:
- LiFePO4 and Solar Overhauls: Standard lead-acid house banks are commonly replaced with high-density lithium iron phosphate systems. Veteran owners frequently install systems featuring 1,200 Ah to 1,380 Ah of Victron LiFePO4 batteries. These are paired with 600W to 1,000W of flush-mounted walk-on solar panels on the hardtop bimini and managed via a Victron MultiPlus inverter/charger and Cerbo GX system to eliminate the daily reliance on a diesel generator.
- High-Output Watermakers: To sustain up to 11 passengers on board, owners retrofit high-capacity 12V or 24V watermakers (such as Sea R.O. or Spectra Catalina systems) capable of producing up to 100 gallons per hour.
- Shorthanded Rigging Aids: To offset the physical load of the large mainsail and overlapping genoa, common retrofits include replacing manual winches with Anderson electric self-tailing winches and installing a ProFurl electric genoa furler on the forestay.
- Electric Propulsion Viability: While Voyage Yachts offered hybrid and electric packages using Oceanvolt sail drives, the high energy demands of a 22,708-pound, high-windage cruising catamaran make traditional mechanical Yanmar diesels paired with high-output auxiliary alternators (like Balmar 170A) the preferred choice for reliable, long-distance blue-water passage making.
The Verdict
Pros
- Legitimate Sailing Performance: A stellar SA/Disp ratio of 26.84 ensures active, fast, and engaging sailing characteristics, far outperforming standard "condomarans" in light-to-moderate air.
- Robust Construction: The vacuum-bonded GRP sandwich construction with a closed-cell PVC foam core provides high structural rigidity and minimizes overall weight.
- Superb Living Spaces: Massive open-concept bridge decks, large cockpit dimensions, and four private ensuite cabins offer optimal comfort for chartering or large-family liveaboards.
- Shallow Draft: At only 3.9 feet, the low-aspect keels allow easy access to skinny-water anchorages and safe beaching.
Cons
- Low Bridge Deck Clearance: At 18 inches, the nacelle is prone to severe slamming and pounding when tacking into short, steep seas, which can be noisy and fatiguing on long passages.
- Balsa/Plywood Core Vulnerabilities: Moisture intrusion around poorly sealed deck hardware can lead to core rot, demanding thorough preventative re-bedding.
- Ex-Charter Wear and Tear: Given its popularity in charter fleets, finding an un-abused private owner's version is rare, requiring buyers to budget for extensive mechanical, electrical, and cosmetic refits.
