The construction philosophy is methodical rather than exotic. Hulls are laid up by hand using fiberglass reinforced with woven roving and chopped mats, the gelcoat running to NPG quality for long-term resistance to osmosis. Longitudinal stringers and bulkheads are laminated directly to the hull, contributing to a notably stiff structure that punches above its displacement in rough water. A watertight compartment in the bow section adds a passive layer of safety without any mechanical complexity.
Hull and Deck Architecture
The deck employs a foam sandwich construction, giving both insulation and rigidity underfoot without adding significant weight. An anti-slip TBS surface on deck handles wet conditions, while the joint between hull and deck uses the same fiberglass laminate as the topsides — no aluminum extrusion, no sealant-only bond. Waterlines and decorative stripes are gelcoat-inlaid, eliminating the painted-stripe maintenance cycle that plagues many production boats of this era. Standard hull and deck colors are white, which simplifies future touch-up work considerably.
The keel is a 2,900 kg cast iron bulb mounted with stainless steel fasteners through a reinforced steel keel grid — a belt-and-suspenders attachment scheme that speaks to the offshore intent. Both shallow and deep-draft options were offered, with ballast figures varying between configurations to keep stability ratios consistent across the range.
Rig and Sail Handling
The mast is silver anodized aluminum with double spreaders and stainless steel standing rigging — a conventional fractional arrangement sized for comfortable short-handed sailing. A Furlex furling genoa system is fitted as standard, allowing the headsail to be managed from the cockpit without crew on the foredeck, which matters when the wind picks up offshore. Running rigging uses Dyneema halyards, reducing stretch and weight aloft relative to wire alternatives.
Lewmar self-tailing winches handle sheet loads, and multiple rope clutches and organizers route control lines back to the helm. The 1,200 mm leather-grip steering wheel on the Whitlock pedestal gives both leverage and feedback, with a compass integrated into the pedestal so the helmsman keeps eyes forward rather than hunting for reference.
Accommodations and Systems
Interior joinery runs to matt-varnished teak throughout — a traditional choice that rewards owners willing to maintain it but ages with character when they don't. Polyether upholstery with removable, zip-fastened covers sits across all cushions. Fresh water is stored in two PE tanks under the cabin berths with a total capacity of approximately 250 litres, fed by an electric pressure system with a boiler for hot water — unusual thoroughness for a production boat this size.
The galley includes a gimballed stove and stainless steel sink. The head carries a pump toilet with seacocks and a waste tank with pump, deck outlet, and level indicator — a self-contained holding arrangement rather than the direct-overboard setup common to older contemporaries. Navigation electronics at the time of construction centered on the Raymarine ST60 Tri-Data suite, along with 230V shore power, automatic battery charger, and separate starter and service battery banks.
Engine and Propulsion
The drivetrain is a three-cylinder Yanmar diesel driving through a saildrive with a folding propeller. The folding prop reduces drag under sail, and the sound-isolated engine compartment manages noise below decks. A cockpit-operated Henderson bilge pump supplements the automatic bilge pump, giving the crew two independent means of managing water ingress — again, the offshore design ethic surfacing in a detail most day-sailers ignore.
Known Considerations
The Winner 11.20 was built to Lloyds-approved material standards and carries German Germanischer Lloyd certification on its navigation lights, but the hand-layup construction means hull thickness can vary between individual boats. Prospective buyers inspecting used examples should tap the hull for voids and check the keel grid — particularly around the stainless steel fasteners — for any sign of corrosion or movement, since cast iron ballast and stainless fasteners exist in an electrochemical relationship that demands periodic attention.
The teak interior, while handsome, requires maintenance. On boats that have lived in wet climates without consistent care, the matt varnish can dull or peel and joinery can swell. The JEFA needle bearings on the rudder are high-quality components but worth inspecting on any boat with significant age and mileage.
The Verdict
The Winner 11.20 is a serious offshore cruiser from a builder that thought carefully about what ocean sailing actually demands — not just the sailing, but the engineering underneath it. The Class A rating is not a marketing badge; it is a construction commitment that shows up in keel grids, hull-deck joints, holding tanks, and dual bilge pumps. The rig is set up for short-handed efficiency rather than race-day crew loads, and the systems specification is more complete than most production contemporaries.
It is not a boat that demands constant attention on deck, but it will reward an owner who looks after it below — particularly the teak and the keel attachment points.
Pros
- EU Class A (Ocean) type certification reflects a genuine offshore construction standard
- Cast iron bulb keel with reinforced steel grid and stainless fasteners
- Foam sandwich deck and laminated bulkheads for structural stiffness
- Furlex furling genoa and Lewmar self-tailing winches suit short-handed sailing
- Comprehensive systems: hot water, waste tank with level indicator, shore power, dual battery banks
- Folding propeller reduces drag under sail
Cons
- Hand-layup construction means hull consistency varies between individual boats
- Cast iron keel and stainless fasteners require vigilant corrosion checks
- Matt-varnished teak interior demands ongoing maintenance
- JEFA rudder bearings need inspection on higher-mileage examples
- Single source of interior varnish means cosmetic wear is hard to hide
