kraken 52 catamaran cost

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Behold The Super Kraken 52 Up Close And Personal With Mike And Sarah Howe In Key West

For Michael and Sarah Howe, 2023 has been a big year. And that’s saying something for the charismatic central characters and creators of the Howe2Live YouTube channel . Chronicling one outrageous adventure on the water after another in each episode, Howe2Live has become a global sensation—and inspiration—with millions of viewers.

Two of the coolest people you’ll ever meet, Mike and Sarah Howe of Howe2Live are hosting a meet-and-greet in front of their Super Kraken 52 on Friday, November 10, at 6 p.m.

Still, even by Howe2Live standards this year has been extraordinary. How do you follow-up an almost 1,800-mile, record-setting weekend run from Maine to Key West in an open-cockpit MTI 440X catamaran? Simple, you design and build your own power-cruiser dubbed the Super Kraken 52, power it with four 600-hp outboard engines from Mercury Marine and run it 1,700 miles on its maiden voyage.

Adventures just don’t get any more Howe2Live than that .  

Sound like a couple of folks you’d like to hang out with? If you happen to be in Key West, Fla., this Friday evening, the Super Kraken 52 will be tied up at Dante’s/Conch Harbor Marina dock and the Howes will host a meet-and-greet in front of the unique 52-footer. The fun starts at 6 p.m.

“It’s only once a year that Sarah and I really get a chance to hang with our boating fans and friends—and that’s at the Key West races,” Howe said. “But, so much of who we see depends on chance—on who we just happen to bump into—and that’s why this year we decided stern-tie at Dante’s/Conch Harbor dock with the Super Kraken 52 for a pre-RWO Friday night block party meet and greet swag giveaway.

“Think of it as a pre-party for the Race World Offshore boat display on Duval Street that night,” he added. “We are excited to hear how everyone lives their own adventures whether on the water or land, trade stories and get connected, just as a tight knit boat community should be.”

Related stories From Maine To Key West In One Weekend On The Water Howes’ New York To Miami Record Attempt Update: ‘It’s Not Over Till It’s Over’ On At Dawn—Howes To Tackle New York To Miami Record Attempt Tomorrow MTI At 25: This Is Howe2Live Howe 2 Live Reviews First MTI 440X, Offshore Season Preview, Mercury Racing 400R Buzz, Top Gun Fight 1130 Project And More Featured In New Digital Mag Howes Take Delivery Of MTI’s First Production 440X Catamaran In Epic Fashion Inside The SOTW Mag 2022 Interview Issue—Mike And Sarah Howe

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• Yachting World
• Digital Edition

Kraken 50 yacht test: This bluewater beast was built to cruise

• November 21, 2019

One man’s idea of what a no-compromise offshore cruiser should be, the Kraken 50 does things differently. David Harding reports

Product Overview

Manufacturer:, price as reviewed:.

Some of the most inspirational ranges of production yacht have come into being because a man started by building the boat he wanted for himself; one he could find nowhere else.

Plenty of one-offs have been created this way, but the chances are that, if the market can’t supply what one person wants, other people are in the same boat – or would like to be if it existed. That’s especially true of one that’s designed for serious offshore cruising and takes absolutely no notice of modern fashions.

Dick Beaumont is the man behind Kraken Yachts. He came up with his own 66-footer having sailed tens of thousands of offshore miles in other boats. He had the Kraken 66 built in China, found during his extensive travels that a good number of people liked the concept and, as a lifelong businessman, decided to go into production.

On a fetch under the large lightweight genoa, the Kraken clocked an easy 8.5 knots

Then came the Kraken 50. If you want to know what makes it different from anything else and why the builder believes most boats designed as offshore cruisers have got it wrong, read on.

Cruising independence

To understand the Kraken philosophy, you have to put yourself in the position of someone who’s planning to sail a long way from what we might loosely call ‘civilisation’. You want a boat capable of weathering storms, of sailing on after hitting a submerged object in the middle of the ocean and of making sure the occasional encounter with a rock or a reef is nothing more than a minor inconvenience.

This ‘surviving hitting things’ approach is central to how Kraken builds boats, and explains why Beaumont believes the keel should be an integral part of the hull structure. That means no bolts: a return, if you like, to the keels we used to see on ‘proper’ crusing yachts but without the slack bilges and wineglass sections.

Article continues below…

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Modern design and technology has allowed Kraken to develop an underwater shape more akin to that of a modern yacht with a bolt-on fin, incorporating a tighter hull-to-keel radius, a slimmer keel section and, significantly, a bulb at the bottom carrying most of the ballast.

Kraken’s bulb is incorporated within the integral keel. This took some working out, but the result is a keel that becomes part of the hull structure without most of the compromises associated with traditional encapsulated keels.

It’s also longer than most modern fins, to distribute the loads over a larger area and to enhance directional stability. Beaumont calls it the Zero keel, reflecting the number of bolts and its chance of parting company with the hull.

For a heavy-duty, go-anywhere offshore cruiser, the Kraken is surprisingly sleek and speedy

In a similar vein, the rudder is mounted on a full-length skeg, the two together forming a NACA airfoil section. On production models it will be fitted with a third bearing at the top of the stock, allowing the through-hull bearing to be changed with the boat afloat.

Like integral keels, skegs – especially full-length – have fallen from fashion, but Beaumont believes they’re of fundamental importance. A rudderless boat with a big hole where the stock used to be rarely has a great future.

When, like Beaumont, you have grounded thousands of miles from a hoist that can lift a 66-footer, and have come to an abrupt halt from 9 knots after a whale bounced down the side of the keel and crashed into the skeg, you tend to develop firm views about what you want.

The rigours of cruising

Because of the slim keel section and low centre of gravity, the Kraken can carry a good spread of sail: the sail area/displacement ratio is nearly 20. Passagemaking is more relaxing in gentle breezes and, as well as being able to weather storms, it’s good if you can sail fast enough to get out of their way rather than bobbing around in the middle of the ocean waiting for them.

Krakens sport Solent rigs. The inner forestay, taken to the anchor well bulkhead, supports the rig and carries the staysail for windward work. On the outer forestay you can fly a genoa when you have cracked off a few degrees.

The rig itself is keel-stepped, of high-fractional configuration with three sets of swept spreaders and a bifurcated backstay. A centre cockpit pushes the boom up, so stowing a conventional mainsail is a bit of a stretch. The stack would be lower with a Harken Switch T-Track or you can have in-mast reefing.

The hull continues the belt-and-braces theme. The anchor well bulkhead is watertight, as is the bulkhead abaft the large locker in the bow. Beneath the anchor well is a foam-filled crash box. Into this run two of the hull’s six full-length stringers which, together with multiple frames that join the stringers or extend from gunwale to gunwale, form a comprehensive stiffening matrix.

Kevlar is incorporated in the stem and the leading edge of the keel. A foam core is used in the topsides above the waterline. Below this it’s a solid laminate.

As for the hull shape, the bow is unfashionably raked rather than plumb, for buoyancy in a seaway, a drier ride, less chance of serious damage in a collision and to keep the anchor away from the stem.

The rig is supported by three sets of swept spreaders, a bifurcated backstay and an inner and outer forestay

At the other end of the hull is a transom of modest proportions by modern standards and with no dinghy garage. That’s another ‘not-on-a-Kraken’ feature. You’re offered davits instead.

I tested the Kraken in Hong Kong shortly after it had been sailed from the yard in China. Kraken’s office was in Hong Kong at the time but has now moved to Turkey, where an additional production facility has been set up to serve the European market.

We had gentle breezes on two of our sailing days and 20+ knots with a sizeable sea on the third. The Kraken 50 proved to be quick and easily driven in light airs, clocking up to 8 knots under the full-cut genoa as soon as the sheets were eased.

Upwind speeds with the Solent jib were more modest – up to around 5.2 knots – as it’s not a big sail and the sheeting angle was wider than it will be on production boats.

To keep powered up in less than 10 knots or so, especially if there’s any sea running, you might choose to fly a flatter-cut genoa and accept that you have to sail a few degrees lower than with the jib. Such are your choices with a Solent rig.

In heavier airs the boat was dry and comfortable, powering through the seas under jib and full main with up to 25 knots over the deck. Grip from the large rudder was good, even when we tried bearing away with the sheets pinned in.

An unbalanced rudder blade inevitably makes its presence felt through the wheel, though weather helm was modest with the large mainsail suitably de-powered. The gearing in the steering – over two turns from lock to lock – also helps keep the wheel comfortable.

The ergonomics generally work well. It’s not an enormous cockpit and the fixed table takes up a fair chunk of it, but security is good. The decks are secure too: you have foot-bracing bulwarks and 70cm (27½in) stanchions with triple guardwires.

Fuel polishers are an extra guard against fuel contamination

System security

Beaumont maintains that the majority of engine problems stem from dirty fuel, so clean fuel is a priority. Two wing tanks are filled via deck fillers whose necks sit proud in a drained, covered recess to minimise chances of water ingress.

From the wing tanks the fuel passes through polishers on the way to the central tank from which the engine draws. Then there’s a further fuel polisher between the central tank and engine, in addition to the engine’s own filters.

No chances are taken with the 24V electrical system either, provision being made for manual bypass should any faults develop in the fully digital system.

Interior joinery is a choice of cherry (as here), teak or light oak. The finish is tidy throughout

Below decks

As you’d expect on a boat of this nature, variations are possible, together with a degree of customisation. The galley and the walk-in engine room are constants. Otherwise you have mix-and-match options and a choice of timbers.

On our test boat, finished in cherry, the space between the saloon and the bow locker was dedicated to a large and comfortable guest cabin with en-suite heads and shower, ample stowage and a desk with a fold-down seat. An alternative is a smaller double cabin in the bow and a bunk cabin to starboard, sharing the heads to port.

Styling and finish are good and will quite possibly be improved by the yard in Tuzla. Attention to detail is evident throughout; just one example being the inch-thick, honeycomb-cored sole boards with lugs and catches for positive engagement and no rattling.

Drawers are all wood. All tanks can be reached, cleaned out and, if necessary, removed. Cabling is routed through conduits. Seacocks can all be reached – and so on. There’s much to like and little to criticise in terms of both comfort and practicality below decks.

Not everyone will agree with the Kraken approach. If the combination of an integral keel, full-length skeg, raked stem, Solent rig and all the Kraken’s other features seems wasteful, inefficient or simply unnecessary to you, there are plenty more bluewater cruisers to choose from. Would a boat like this match a lighter, sloop-rigged conventional fin-keeler for pace? Perhaps not, at least upwind in light conditions. Offwind and in heavier airs she would give a good account of herself and, when conditions kick up, would probably be kinder to the crew. Krakens won’t sell by the hundred. Production will be limited and so will the number of people wanting a boat of this type. You get a lot for your money, however: the Kraken 50 costs a good deal less than some of the European alternatives. Together with the concept, the design and the construction detail, that might tip the balance.

Yachting Monthly

• Digital edition

• David Harding
• September 19, 2019

Conceived as a true blue-water voyager, the Kraken 50 incorporates a host of features that set her apart from other cruising yachts. David Harding reports

Credit: David Harding

Product Overview

• Belt-and-braces design and construction
• Good sailing performance
• Excellent value for money
• Centre cockpit means a high boom
• Interior styling a little bland in places
• Cockpit can feel crowded

Price as reviewed:

One glance at the Kraken 50 tells you she’s unlike most modern production cruisers: you see no plumb stem, broad stern or twin rudders. There’s not even a bolt-on fin keel.

To those accustomed to modern design, she will raise a lot of questions.

The answers might well change the way you look, not only at her, but also at many other boats.

We need to get one thing straight before going any further: the Kraken is intended for cruising beyond what we might loosely call the ‘civilised world’.

Owners are expected to have their sights set on far-flung parts, away from marinas, lift-out facilities and repair yards and where coral heads lie in wait.

With 18 tonnes of displacement, the Kraken 50 powers through choppy conditions. Credit: David Harding

When you’re doing this sort of cruising, you  have to look at things from a different perspective.

Features such as the Kraken’s raked stem, moderately proportioned stern, integral keel and single rudder on its full-length skeg are fundamental to the design.

They’re among the many that Kraken’s founder and chairman, Dick Beaumont, considers essential in a blue-water yacht.

The jib set on the inner forestay is the headsail for windward work. Credit: David Harding

Whether or not you go along with all his reasoning and whether or not you’re contemplating serious long-distance sailing, the Kraken approach provides much food for thought.

After all, who doesn’t want ruggedness, reliability and sea-keeping qualities? The question is what you may have to sacrifice to achieve them on this scale.

THE TEST VERDICT

If you like the concept of the Kraken, you will probably approve of the design and attention to detail, both external and internal.

If you don’t subscribe to the idea of the integral keel, raked stem, full-length skeg and Solent rig, everything else becomes irrelevant.

The Kraken way of doing things involves compromises, as does any other.

What the Kraken 50 does, however, is to give traditional, tried-and-tested features a modern twist.

The raised saloon sole hides the three separate fuel tanks. Credit: David Harding

With the help of 21st-century design, technology and styling the boat is faster, sleeker, more fun to sail, more manoeuvrable and easier to manage than older boats that would-be Kraken buyers might otherwise be drawn to.

She also poses a serious challenge to modern yachts aimed at those planning blue-water voyages, not least because she’s very competitively priced.

The addition of a few interior styling details, as might now happen with the move to Turkey, will make her even harder to ignore.

WOULD SHE SUIT YOU AND YOUR CREW?

A boat of this size can be managed by a crew of two given the extras, such as electric winches and a bow-thruster, that most owners are likely to choose. Otherwise the Kraken 50 comes with much of what you need.

Our test boat had add-ons to the tune of around £100,000, which is modest in relation to her total value. Something many owners will inevitably choose is in-mast reefing.

The cockpit’s modest width and central table enhances security, though space to move from side to side can be tight. Credit: David Harding

A centre cockpit pushes the boom higher than it would be with an aft cockpit, so the gooseneck is around 6ft above deck level and the head of the stowed mainsail closer to 10ft (3m), though a Harken Switch T-Track system will lower the stack a little.

Even if you’re not planning blue-water voyages, the Kraken has much in her favour for coastal sailing where rocks abound and seas can be rough.

Whatever your sailing plans, she might well be a serious contender if you’re after a semi-custom boat of this size that’s rugged, functional and practical as well as pleasingly plush.

FACTS AND FIGURES

Price as tested: £800,500

LOA: 15.70m (51ft 6in)

Hull Length: 15.24m (50ft 0in)

LWL: 13.68 m (44ft 10in)

Beam: 4.50m (14ft 9in)

Draught: 2.3m (7ft 6in)

Displacement: 18,250kg (40,233lb)

Ballast: 6,500kg (14,330lb)

Ballast ratio: 35.6%

Displacement / Length: 198

Sail area: 134.2m2 (1,444.52sq ft)

SA/D ratio: 19.2

Diesel: 850 litres (187 gal)

Water: 670 litres (147 gal)

Engine: 80 hp

Transmission: Shaft

RCD category: A

Designer: Kevin Dibley

Builder: Kraken Yachts

Tel: 00 852 26189335

Website: www.krakenyachts.com

DSK Marine Inc.

RECEIVING LIMITED SPECIAL ORDER DEPOSITS NOW FOR 2024

Kraken 52 - 2024 order inquiry.

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Cool New Power Cat

• Thread starter attitude
• Start date Aug 6, 2023
• Aug 6, 2023

Well-Known Member

ExteriorDSK Marine Inc. Kraken 52 Luxury Yacht Outboard CatamaranDSK Marine Inc.DSK Marine Inc. Kraken 52 Luxury Sport Fish Outboard Yacht Super Catamaran |DSK Marine Inc. Kraken 52 Super Catamaran

Mike Howe & Sarah Howe - Howe2Live on Instagram: "The Kraken - a once mythical sea creature has been spotted off the East Coast... The entire seaboard is at risk! BOLO #kraken52 www.deepseakraken.com @dskmarine @mercuryracing @mercurymarine @boat

• Aug 7, 2023

Bump for the weekday crowd.  

On Vacation

Any idea on price?  

In it to win it

Where are you seeing the current and top speeds? Everything I saw looks to be renderings? RD  

I'm sorry I'll go be poor somewhere else.  

RiverDave said: Where are you seeing the current and top speeds? Everything I saw looks to be renderings? RD Click to expand...

this is what I want when I grow up  

Int’l Maritime Captain

Tank said: I’ll Take twin diesels with direct drives. Fuckin outboards on that thing. Click to expand...

C-Ya said: The negative I cant help but wonder about……… How will those small props work when reversing and maneuvering the boat in tight docking situations. Yikes! Sure, they get all the bite in the world on their typical application, but a 40,000lb plus, boat, is a whole different beast. Click to expand...

Tank said: Exactly! Everyone’s all in love with outboards. I actually don’t see the positive of throwing them on this boat as all except top speed. They won’t be any more fuel efficient (probably less). They’ll be less reliable for sure, not to mention they hang off the back and take up some nice realestate that could be used for a great dive platform and tended storage. People gone a little overboard on the whole outboard thing. And the more they do the less I find them attractive. Just my .02 though. I dig the boat and the layout. Very cool. Just would do it with diesels. Click to expand...

attitude said: I think a boat like this opens up a lot more freedom of exploration. The amount of distance you could cover cruising at 50 knots vs 10 knots speaks for its self. Let’s say someone living in Miami had a 3 day weekend and they wanted to cruise to the Bahamas and island hop, which power choice would be better? I personally think it’s a really cool idea, especially for the kind of boating I would like to do if I found myself with a couple more zeros in my bank account. Click to expand...

Tank said: Personally, again I’d rather have the diesels. Just did the Bahamas via quad outboard Cc a couple weeks ago. Had to get fuel twice while running around and on the west end of the island, they run out! With dieslels and large fuel capacity you could fuel up in Miami and depending on what you’re doing get over, explore and back without getting fuel in Bahamas. Draft wouldn’t be too much different. Click to expand...

attitude said: I have no experience docking anything that weighs more than 6k pounds but when the outboard boat has 8 props would it still get its ass kicked by two direct drives? Click to expand...

attitude said: I think the distance covered would still be way ahead on the OB even with fuel stops, I still would love to have a diesel power cat when I’m retired to cruise. However if it was extended weekend trips I think the OB boat would allow a lot more freedom. Click to expand...

Tank said: A set of turbo diesels could push that thing to 40-50mph. It ain’t 80 but Bimini is only 40 miles from Miami. Click to expand...

C-Ya said: 8 props don’t mean shit. It’s the size that matters. Big boats need big wheels. The direct drives are the way to go. Instant gratification. Click to expand...

If the Speed threads have taught me anything is that you're not allowed to have an opinion if you're not buying. So I'll just keep looking at the pictures and decide if I want one or not.  

• Aug 8, 2023

attitude said: Learn something new every day Click to expand...

C-Ya said: I feel bad for not giving a longer explanation. I had a lot going on. Here is a little more. Big boats have increasing inertia. This means the heavier they are, The harder it is to reverse their momentum. The larger the prop, the more bite it has at low speeds. 2 large direct drive props will have a lot more control than 8 small outboard props. They just can’t overcome the momentum created. The outboards also do not have the transmissions of a diesel boat. A diesel can be thrown forward to reverse, reverse to forward, or what ever combo, at will. No repercussions. An outboards gear box cannot handle those quick in and out of gear changes. Especially going quickly from forward to reverse, or reverse to forward. It’s the same reason why you don’t do that to a Bravo drive. You always should stop at neutral, before putting it forward or reverse, if you want to get the longest life out of it. Diesels are not like that. Diesels also get thousands of hours more out of the life of a motor than an outboard. Thousands! Click to expand...

I'm also thinking a pair of 1000-1200 Hp Cat or MTU's with direct drives probably cost less than the four OB's.  

lake p.a.l.

These folks care about flash & look at me for their YouTube & other social media bullshit. The outboards will probably run 80+ mph. I'd also prefer big diesels but there's zero wow factor cruising 40mph with diesels.  

HydroSkreamin

Stresseliminator.

C-Ya said: The outboards also do not have the transmissions of a diesel boat. A diesel can be thrown forward to reverse, reverse to forward, or what ever combo, at will. No repercussions. An outboards gear box cannot handle those quick in and out of gear changes. Especially going quickly from forward to reverse, or reverse to forward. It’s the same reason why you don’t do that to a Bravo drive. You always should stop at neutral, before putting it forward or reverse, if you want to get the longest life out of it. Diesels are not like that. Click to expand...

Maxwell Smart-Ass

HydroSkreamin said: I’m not saying outboards for everything, but people sure seem to be putting them on everything, so there must be an appeal or advantage somewhere for them. Click to expand...

HubbaHubbaLife

Last Mango on Instagram: "Something is on the drawing board #lastmangoboatworks #seethegoodside #merrittboatworks"

Scout Reveals Mammoth 67-Foot Outboard Powered Luxury Yacht

LargeOrangeFont

We aren't happy until you aren't happy.

Racey said: Profits for the mfgs and regaining market share they were losing to aftermarket companies. All proprietary parts that can only be sourced from merc for the time being, and they have also been very heavy handed going after people who are trying to modify the motors. Click to expand...

• May 1, 2024

I can answer all your questions about the DSK Kraken as I spent the past two weeks running this incredible boat from Miami to the Bahamas and from Pompano Beach, Florida all the way to Connecticut in less than SEVEN DAYS!! Below is the second video which has links to three others at the end of this video. KRAKEN UP THE COAST Part 2!!  

Tango said: I can answer all your questions about the DSK Kraken as I spent the past two weeks running this incredible boat from Miami to the Bahamas and from Pompano Beach, Florida all the way to Connecticut in less than SEVEN DAYS!! Below is the second video which has links to three others at the end of this video. KRAKEN UP THE COAST Part 2!! Click to expand...

Inmate #4800

pwerwagn said: Thats awesome!!!! Looks like a ton of fun. Click to expand...

Tango said: It was simply insane!! We were in the Norfolk channel, I noticed the USCG trying to pass me, "Oh Hell NO!!!" For a moment, I just knew I was going to get stopped and boarded... then I saw they all had their phones up taking pics/video!! Click to expand...

pwerwagn said: I noticed at ~45mph it was burning ~110-120gph. What speed is it most efficient at? Such an awesome boat. Click to expand...

Tango! Appreciate the first hand insight! Awesome!  

Tango said: The best efficiency is 32-43mph... at that speed it is netting 0.45-0.57 mpg with a fuel burn ranging 56-95gph. When the conditions whip up, its actually better to add some speed up to 45-50mph where you will see fuel consumption between 105-120gph or 0.41-0.42mpg. Understand the difference between traveling 100 miles at 32mph and 50mph is a fuel savings not burning for the additional 18 minutes of run time the additional the cost of three gallons of fuel. Compare this to my 52' Sunseeker with twin Volvo-Penta IPS900 diesels burning 85gph at 28-30 knots and requiring new fuel filters every 500 miles at a cost of $1000!! Click to expand...

• May 2, 2024

pwerwagn said: Thats an interesting comparison to the twin diesels! I never knew the filters were that expensive for one of those, thats nuts!!! 2$ a mile! Click to expand...

FROGMAN524 said: 4 posts in 5.5 years. That’s impressive. Click to expand...

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Four models, one purpose. True bluewater cruisers, capable of crossing oceans.

Undoubtedly the best blue water sailing yacht in production today

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• Draft 6.58 ft
• Sail Area 1099.5 sq.ft
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