hanse yachts 400

Yachting Monthly

• Digital edition

Hanse 400: popular modern performance cruiser

• Duncan Kent
• July 27, 2021

Duncan Kent takes the Hanse 400 for a sail and discovers that this popular modern performance cruiser is quick and powerful but easy to handle

A tall mast and generous sail area make the Hanse 400 quick and powerful. Credit: David Harding

Product Overview

Manufacturer:.

Voted European Boat of 2006, the J & J-designed, Hanse 400 still has all the attributes of a modern performance cruiser.

Founded in 1993, Hanse became Germany’s second largest production sailing yacht builder after extending its Greifswald site in 2005, and now produces 750 yachts annually including the Moody, Dehler and Privilege brands.

Since 1999 all Hanses have been designed by Judel and Vrolijk, a renowned team of performance yacht designers with America’s Cup heritage.

Hanse yachts aren’t just modern flyers, they have all the comforts needed for extended cruising as well.

Plenty of galley space with lockers and a top-loading fridge. Credit: Duncan Kent

The look of the 400’s interior isn’t particularly to my liking, with its sharp edges and unusual design statements, such as pea-green Plexiglass panels, but you can’t fault the layout’s flexibility and the intelligently thought-out key areas such as the well-appointed galley and heads.

Where the Hanse 400 scores over other more conservative performance cruisers is in the sailing stakes.

With dinghy-like performance, she’s just so easy to drive that you positively long to go out sailing alone, just to prove you can.

I love the idea that a 40ft yacht can be sailed quite safely single-handed – it gives you a fantastic confidence boost, meaning you’re more likely to take her out and sail her every chance you get.

Design & constructions of the Hanse 400

The Hanse 400 is sleek-looking with plumb ends, low freeboard and a long waterline.

With shallow underwater sections and a broad beam, they were designed to be quick and easily handled, and strong enough to cope with rough conditions offshore.

The hull is reinforced using a rigid floor framework and laminated foam stringers, while weight is minimised by incorporating a balsa core above the waterline.

For a little more money, the Hanse 400 was also offered in epoxy (400e), which not only reduced its displacement over the polyester/vinylester model by being a thinner layup and having foam sandwich below the waterline, but also increased its impact strength and flexibility, and virtually eliminated any risk of osmosis.

The Hanse 400 is unashamedly modern.

The high-gloss finished furniture is all a bit square and slab-sided, with stainless steel grab rails and the occasional green Plexiglass panels.

When buying from new, Hanse offered up to 16 different layouts and 99 options, so few ended up identical.

The interior is split into three design sections, each of which had several different available styles, such as a choice between one or two aft cabins.

The long, straight saloon settees make good sea berths and there’s stowage underneath.

Headroom is a generous 1.95m/6ft 5in, but the table will only seat four in comfort.

The chart/coffee table option comprised a small table between two seats on the saloon’s port side with shallow stowage inside for folded charts.

The chart table is small with limited instrument space. Credit: Duncan Kent

The locker containing the electrical panel has limited instrument space, which isn’t ideal as the doors have to be closed at sea.

The sensible alternative is to go for the straight settee, use the saloon table for passage planning and house most of the sailing and navigation instruments up in the cockpit.

The galley is large with plenty of stowage in numerous lockers and drawers, a full-size gimballed cooker with oven and a voluminous top-loading fridge plus a separate, smaller drinks cooler below.

Opposite, the heads is roomy with 1.83m/6ft headroom and separate shower stall with seat, under which are housed all the pumps and filters.

All the seacocks are neatly arranged and clearly labelled beneath the sink.

The aft cabins boast 1.98m/6ft 6in-long berths, 1.88m/6ft 2in headroom, a dressing area with seat and a large clothes locker.

The portside cabin has a slightly wider berth than the starboard one and is adjacent to the aft heads.

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Beneath the port berth is the calorifier, while the fuel tank is under the starboard berth.

Hull sides could be smartly wooden panelled for extra insulation.

The forecabin had the most layout options and was clearly intended to be the owner’s cabin.

Though long, in the pullman version the offset berth is only 1.00m/3ft 3in wide, which is narrow for a double.

The vee-berth option gives you more, but you lose the locker forward.

The choice then was whether to have a second wardrobe, a small ensuite heads/shower, or a desk/dressing table.

On deck & under way

The cockpit is wide and spacious, with straight seats cutaway around the large single wheel.

Initially, the transom had an open gate as standard; later a ‘drop in’ one became optional.

Either way, a fold-down transom platform provides room for showering and boarding from a dinghy.

Stowage is good, although better in the single aft cabin model, which has a full-depth cockpit locker to starboard.

The Hanse 400 has a 150mm-high companionway threshold and, cleverly, the one-piece Plexiglas washboard stows conveniently on top of the sliding hatch cover.

The mainsheet track is on the coachroof as standard and its sheet, together with all the other lines, are led back to the cockpit via neat rope garages.

The wide and spacious cockpit makes it a comfortable cruiser. Credit: Andrew Pickersgill

A mainsheet across the cockpit, just forward of the wheel, was optional and popular with racers or those regularly cruising shorthanded, but it did mean sacrificing the fold-up cockpit table.

Clear access along the side decks is enhanced by the inboard shroud plates and genoa tracks, although the handrails are tokenistic.

The toe rails are a solid alloy extrusion with integral fairleads, and all six cleats are a good size and well positioned.

The foredeck is clear of obstructions, the anchor chain being fed under the locker lid to a windlass below decks.

The chain locker is absolutely vast and able to hold an armful of fenders as well as 80m or more of chain.

The single bow roller is offset to clear the bowsprit and to enable the forestay to be attached well forward, thus allowing space to have the largest jib possible.

Rig & Sails

The Hanse 400 sports a high-aspect, 9/10ths fractional rig with twin spreaders and noticeable pre-bend.

Her backstay bifurcates above the cockpit and has a powerful six-part adjuster, while her standing rigging is discontinuous.

She comes with a fully battened, slab-reefed mainsail and lazyjacks.

This, plus her self-tacking jib and primary winches right beside the helm, makes short tacking in confined spaces simple, even single-handed.

For lighter airs there was an optional 140% gennaker, using the tracks and travellers already provided, and downwind a large asymmetric can be set on the short, retractable bowsprit supplied with the gennaker kit.

The Hanse 400 has a tall mast and generous sail area, making her a quick and powerful boat, despite the relatively small headsail.

Close reaching, she is well balanced and quick, pointing high thanks to the tightness of the jib sheeting angle and ploughing her own groove with little or no input required from the helmsman to keep her on course.

A little further off the wind and she truly flies, with the log remaining above 8 knots in a constant Force 4 plus.

Over Hanse 400 yachts have been sold since launch in 2003. Credit: Andrew Pickersgill

The rod-link steering is light but sensitive, providing plenty of feedback, and the helming position is excellent, offering a clear view forward over the low-profile coachroof.

Her streamlined underwater profile results in little wake and swift, but effortless tacking through 75° or so with little loss of momentum.

Under power, the standard 40hp Yanmar diesel provides plenty of oomph for quiet, economical cruising, while spinning so deftly about her keel that manoeuvring into tight marina berths without a bow thruster is a cinch.

Fuel capacity of 140 litres is a bit limiting, however.

Hanse Yachts Owners’ Forum: www.myhanse.com

Owners’ Experience of the Hanse 400

S/Y Dashzani (2011, HN 814)

Andrew (54) and SWade (49) Pickersgill bought Dashzani , a three-cabin model, new at the Southampton Boat Show.

They added composite wheels, a bimini/cockpit tent, a Flexifold prop and extra anchor chain.

They’ve since replaced the lighting with LEDs, installed a new battery charger and added 300W of solar panels plus a battery monitor.

Recently, they’ve fitted a second chart plotter and instrument repeater at the chart table as well.

They’ve had a few minor faults, such as nav light failures, defective wind transducers, a faulty skin fitting and a leaking engine oil seal, but nothing structural other than beefing up the boom vang fitting.

The low profile coachroof gives the helm excellent visibility. Credit: Andrew Pickersgill

Andrew says: ‘I have sailed all my life and spent more than 20 years chartering in the Solent, West Scotland or the Med with my wife. After buying this, our first yacht, we spent four years cruising the UK south coast, northern France and the Channel Islands, before giving up work to sail. We joined the ARC Portugal across Biscay and then carried on down to the Med, where we spent three seasons cruising Corsica, Italy, Sardinia, Sicily and Greece, before basing ourselves now on Menorca in the Balearics.

‘Dashzani is surprisingly quick under sail once the wind reaches 10 knots. The self-tacking headsail makes tacking a doddle, but the large mainsail needs reefing at around 16 knots true wind. She is well balanced and her helm light, making handling easy for a couple, but she doesn’t like light winds or beating into short choppy seas. In the past, racing crews have commented “It’s almost like helming a dinghy”, although not now with all our liveaboard kit onboard.

‘Downwind is fun, especially with the Parasailor spinnaker. Our fastest recorded speed is 14 knots, with 30 knots of wind behind us.

‘Though I’ve not sailed her single- handed, it shouldn’t be a problem and the bow thruster certainly makes manoeuvring under power easier.

‘We love the comfort and usability and, having lived onboard for 10 months of the year for five years, find her ideal for two people cruising. There’s ample room in all cabins and the cockpit tent provides excellent entertaining space. The transom platform extends the deck, making her feel much larger and providing almost step-free access when moored stern-to.

‘If travelling further afield we would prefer a larger battery bank to accommodate a freezer and water maker. However, the impact on storage space would probably steer us towards a larger yacht. ‘Being able to use her for extended periods has allowed us to enjoy her more than we could have imagined. Dashzani has ticked all the boxes (and more), from winning silverware in the Solent to sipping martinis on deck in the Med’.

S/Y Grey Goose (2005, 400e)

Owner, Mark Johnson, says, ‘My wife and I bought Grey Goose as second owners in 2012 and she has been exceptional. I’ve sailed 12,000 miles in other boats but the 3,000 miles in her have been the best. Our best 24-hour run so far is 187 miles crewed, and I have nearly equalled that solo.

‘When we bought her, she had a suit of rather aged Dacron sails, including a 130% genoa and self-tacking jib. They survive to this day, however a new offshore set has replaced them, providing a significant increase in performance. An asymmetric was an early upgrade for cruising, plus we added a spinnaker pole and track, though they’re mainly used for poling-out headsails as we rarely have sufficient crew to fly the spinnaker. After heavy weather experience, she now has a trysail and storm jib on an inner forestay too. Though the self-tacker and third reef are great high into the 30-knot wind range, I’d like to be able to change down a further gear when things get truly interesting!

Owner Mark Johnson finds it easy to sail Grey Goose solo. Credit: Mark Johnson

‘My joy is sailing Grey Goose single-handed, which is ridiculously easy. One powered primary winch enables swift mainsail hoisting, the other controls the mainsheet while simultaneously helming. She has a big rig for a 40ft boat – 108m² (1,163sq ft) upwind with the genoa hoisted. The single-line reefing is simple to use too, although you do end up with a copious amount of line in the cockpit. ‘Like all high freeboard designs, berthing in unfavourable winds can be awkward, although I sailed her happily for four years without a bow thruster. When we did add one, together with a Featherstream prop, the two were a great upgrade for slow speed manoeuvres under power.

‘ Grey Goose makes a great second home. My wife loves her and I’m pleased to say, on the occasional trip with crew, they’ve also found the accommodations comfortable. Build quality is great; after 16 years there are some gelcoat stress cracks, but they’re only in non-cored deck areas and are mostly ‘wounds’ inflicted by crewmembers dropping winch handles or similar. The epoxy hull is very sound and strong. We did get an issue with the fairing covering the cast iron section of the keel, but that was lobster pot impact induced!

‘The internal woodwork has held up very well but she is getting a mid-life rig refurb and upgrade this year. It will, however, leave the rig stronger for future Atlantic crossing plans. After eight years I still don’t hanker after another boat. She’s the perfect fit for us as a cruising couple and a good balance of initial cost, versus passage making capability and running costs.’

What the experts say about the Hanse 400

Nick Vass, Marine Surveyor B,Sc B,Ed HND FRINA MCMS DipMarSur YS

www.omega-yachtservices.co.uk

The Hanse 400 had a conventional GRP hull made from polyester resin, strand fibreglass matting and woven fibreglass cloth, stiffened by a foam sheet sandwich core.

The 400e had a more sophisticated composite hull that was built using epoxy resin and glass fibre cloth pre- impregnated with epoxy resin which was cured under pressure provided by a vacuum-bagging technique.

This process allows the same foam-core sandwich stiffening material to be bonded onto the inside of the hull under pressure, which results in a better bond and helps reduce the possibility of delamination where the layers of the laminate come apart.

Using epoxy instead of polyester resin also reduces the possibility of osmosis, which is just as well as I have found osmotic blistering on smaller Hanse yachts.

Dry laminate can also be an issue.

This is where not enough resin was used, resulting in the glass fibre matting being left starved of resin, making the structure weak.

Using pre-preg techniques helps ensure that the resin-to-fibre ratio is precise and that the resin infuses all of the fibres without missing patches.

The epoxy hulls were lighter as less resin was used. This is because only just enough resin needs to be mixed in.

Hanse has never made any pretence that it is anything other than a builder of modestly priced yachts and so one must expect a little cost-cutting.

Deck mouldings can be thin, but they represent good value, are good looking and are fun to sail.

A Hanse 400 was fitted with a Jeffa rudder, which had aluminium stocks. I find the stocks to be corroded and rudder post bushes can wear prematurely.

However, many German- and Scandinavian-built yachts also use this make of rudder.

The stock can become pitted just above the blade, sometimes due to galvanic corrosion caused by dissimilar metals in contact with each other.

Conventional antifouling contains a lot of copper as a biocide, which also reacts with the aluminium.

The trick is to insulate the stock with epoxy resin or use a copper-free antifouling such as International Trilux, which is designed to be applied to aluminium saildrives.

Ben Sutcliffe-Davies, Marine Surveyor and full member of the Yacht Brokers Designers & Surveyors Association (YDSA)

www.bensutcliffemarine.co.uk

The Hanse 400 and 400e didn’t have a long production run; the ones I’ve surveyed were all ex-charter fleet based abroad.

Commercial operation will often notch up high engine hours and wear to sails and running rigging, so check the yacht’s history and consider instructing a surveyor.

The Yanmar is a pretty bomb-proof engine but, like all modern engines, they do need regular servicing. Be aware of tachometers that have been replaced or frequently lose their digital readouts.

Ben Sutcliffe- Davies has been in the marine industry for over 40 years as a long- time boat builder, has been surveying craft for over 20 years and is a Full Member of the YDSA.

One of my clients had a yacht with 500 declared engine hours; on research it had over 4,500 hours.

The Hanse has a sail drive, so check when the unit’s hull sealing ring was last replaced and that the oil has no contamination.

Poor or a lack of servicing of the gearbox drive cones can often lead to a replacement unit so check servicing records.

Like Nick, I have also had issues with pitted rudder stocks and tubes.

The cockpit deck finish was teak and many yachts will now need this replacing, especially those used for charter abroad as boat decks are often washed down with a pressure washer!

As with many modern cruisers, laminates are much thinner than some older builds.

Although they are generally quite reliable, if damaged, items like the keel matrix do need proper inspection.

Alternatives to the Hanse 400 to consider

Bavaria cruiser 40.

The steering is light and responsive. Credit: Bavaria Yachts

Until it launched the Cruiser series, Bavaria yachts were known for their practicality.

In 2009, Bavaria employed BMW to give their yachts a more modern look, inside and out, with help from the Farr design team.

The result was a notable improvement in sailing performance with ‘love it or loathe it’ contemporary styling.

Construction methods remained broadly the same. The hand laid-up hulls continued to combine waterproof isophthalic polyester resins with chopped strand and woven matting, reinforced in high load areas with unidirectional Kevlar rovings.

They also had a rigid GRP/foam floor frame and Airex foam sandwich above the waterline.

The cockpit is roomy and functional, with high coamings and a large drop-leaf table.

The twin-wheels allow easy access to a large, fold-down stern platform, ideal for deck showering or for boarding.

Unlike the bigger C45, 50 and 55, the C40 only had a single, deep spade rudder instead of twins.

The two-point, double-ended mainsheet arrangement works well, but the lack of a track limits the ability to drop the traveller down to leeward in gusty conditions.

The jib sheet tracks are on the coachroof, which keeps the sheeting angle tight, but the sheets lead to winches mounted forward in the cockpit and cannot, therefore, be reached by the helm.

The cockpit is spacious with a drop-leaf table. Credit: Bavaria Yachts

Below, a two- or three-cabin layout were available, the latter sporting two spacious aft double cabins with shared heads, as well as a decent owner’s cabin forward with optional ensuite heads.

The linear galley isn’t ideal for cooking under way, but the seatback to the central bench provides a bum support.

Six can dine in comfort around the saloon dinette.

A good-size, forward-facing nav station is opposite the rear heads and close enough for easy communication with the crew.

Under sail she is spritely and responsive.

The steering is light and positive, and requires little effort to keep on course, even when pushed hard.

The hull cuts a much cleaner swathe through the water than its predecessor, meaning less slamming and spray when beating to windward, and off the wind she flies with an asymmetric chute set on the optional bowsprit.

Dufour 405GL

The open cockpit has deep coamings and a fixed table. Credit: Jean-Marie Liot

Winner of the European Yacht of the Year 2010 (family cruiser category) the Dufour 405GL was penned by Italian designer, Umberto Felci.

With full-length Twaron-reinforced stringers, criss-crossed by strong frames that spread the rig loads down to the keel, and injection-moulded, balsa sandwich decks, the Dufour 405GL is very robust.

Below, the Dufour has a traditional warm and woody interior with one or two aft cabins.

The former has an L-shaped galley aft and a chart/coffee table between two saloon seats, the latter a linear galley and forward-facing navigation station.

Both layouts have two heads with an ensuite forecabin and the headroom is excellent. In the cockpit, a sturdy drop-leaf table and grab bar helps the crew to move around safely under way, while the wide transom gate and drop-down swimming platform makes boarding easy.

Her generous beam provides wide decks and the foredeck is clear thanks to a recessed windlass and cavernous chain locker.

A short alloy bowsprit can be added for an asymmetric sail.

Like the Bavaria C40, she has twin wheels but only a single spade rudder.

The helmsman has easy access to the primary winches but all other sail controls and halyards are on the coachroof.

Her 9/10ths fractional rig came with semi-battened mainsail, though in-mast furling was popular. Her stem is almost plumb and she sports a long waterline.

Her deep, semi-balanced rudder offers a good grip on the water and, with the bulk of her cast iron ballast at the bottom of her keel, she remains stiff in wind.

Under sail, she is delightfully well-balanced and fun to handle, especially once trimmed up. On a close reach she’ll top 8-knots easily.

Delphia 40.1+

The Delphia 40.3 had a two or three cabin option. Credit: Mathias Otterberg

The Polish-built Delphia 40 went through several marques, but the differences between the models are fairly insignificant.

All had deep, shoal or swinging centreboard options. Delphias are built to Germanischer Lloyd’s exacting quality standards and are conventionally laid up by hand from solid polyester laminate below the waterline.

With a choice of a 2/3/4 cabins the Delphia 40.3 provides comfortable accommodation for extended periods.

The raised coachroof has large windows, and the 3/4 cabin models include a dinette and linear galley, whereas the latter is larger and U-shaped in the two-cabin version.

The saloon is pleasantly woody, without being gloomy, and headroom is 1.98m/6ft 6in.

The forward-facing chart table is small but adequate, with a hinged instrument console and a tray for plotting gear.

There are two heads, both of which have generous headroom and full moulded inserts.

The ensuite owner’s cabin forward boasts a generous V-berth with ample dressing area and stowage.

The berths in the aft cabins are equally roomy.

In the four-cabin version an extra twin-bunked cabin takes the place of the forward head, with the displaced head moving to the other side in place of the dressing area.

The Delphia’s cockpit is spacious, with comfortable seatbacks.

The Delphia 40.3’s shallow underwater sections, moderate beam and generous waterline make her quick and agile for her size, with no impact on stability.

She tacks briskly, even in light airs, and accelerates back up to speed in seconds. She tracks well off the wind with little to no helm adjustment needed.

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• Sailboat Reviews

Hanse 400 Boat Review

Designed by german firm judel/vrolijk & co., this racer-cruiser offers good performance and is easy to sail..

The Hanse 400 is a cruising boat for those who love to sail, and a club racer for those who enjoy a summer cruise. Its construction quality and price point qualify it as a cost-effective alternative in the 40-footer marketplace. In comparison to mainstream production cruising boats, the Hanse 400 is an absolute performance standout, not only in its ability under sail, but in its ease of operation.  

                                                      ****

The Hanse 400 presents the image of a well-trained athlete—strong, capable, and legitimately deserving of its billing as a “crossover” sailboat. In keeping with Hanses performance-oriented design philosophy, the 400 has been exactingly engineered to deliver a blend of performance attributes and cruising comfort. The result is an easy-to-handle, spirited racer-cruiser that packs plenty of cabin space and amenities into its beamy hull.

Designer Judel/Vrolijk & Co. is a cutting-edge firm that opened its doors in 1978. With Americas Cup winner Alinghi , Admirals Cup victories, Volvo Ocean Race designs, and a pet project for the King of Spain on the roster—not to mention its mega-yacht design business—Judel/Vrolijks star has risen. Part of its success has been linked to the companys embracing modern computer-design technology, using both 2-D and 3-D CAD programs. Spending time 3-D modeling a new design keeps unwanted shop floor surprises to a minimum. Things like locker doors, engine room space, and table heights end up with the clearance that they need in order to function according to plan.

The team at Hanse conceived the interior design of the 400 and worked with Judel/Vrolijk designers to define a sailboat with comfortable accommodations and the sailing ability that Hanse production boats have become known for. At the heart of the success is a canoe body shape with a clean entry, full beam, and flat sections aft that make the boat look more like a racer than a cruiser. When the modest keel appendage is attached, the race-boat theme is greatly subdued, however, with 952 square feet of working sail area, this modern racer-cruiser plays well at both games.

The logic behind choosing an easy-to-sail performance cruiser makes perfect sense for many sailors. Considering the soaring price of diesel and the light winds that prevail along much of the U.S. coast during the summer sailing season, there is a distinct advantage to having a boat that can turn 6 to 8 knots of true wind speed into a fun sail.

The Hanse 400s wide beam, carried well aft, delivers plenty of initial stability, allowing the vessel to stand up to the heeling moment induced by its sizable sail plan. The ballast—iron keel and lead bulb—is listed as weighing 6,426 pounds. The low placement of lead also lowers the boats center of gravity (CG), increasing its secondary righting moment. Those looking to maximize stability can shave 1,000 pounds by ordering the epoxy-resin laminated hull along with the deep-draft (6 feet, 5 inches) configuration. This combination provides a positive-stability limit of over 120 degrees. The boat is certified to ISO Category A “Offshore” standard and built to Germanischer Lloyd GL Yacht Plus standards, giving the buyer confidence in the quality of construction and design.

A major factor in designing wide-transom boats is to keep the stern from submerging, which causes drag to increase. Many sailboats achieve this at anchor but once sailing to weather, the infamous transom gurgle reveals that the hull has dug a hole in the water and drag has dampened performance. The Hanse 400 leaves a nimble wake, and the slightly elevated transom stays clear of the surface even as the breeze increases. Its long waterline and flat run aft generate a minimal amount of wave making, another sure sign of an efficient hull shape.

One of the most noticeable deck features on the Hanse 400 is the sculpted deck plates that cover halyards, self-tacking jib sheet, topping lift, and other lines led aft. This arrangement keeps the coach roof clear and unencumbered. The self-tacking, 90-percent blade jib is easy to handle, and its single sheet means that theres no sheet swapping during a tack. The ability to set 952 square feet of working sail area and not have to deal with an overlapping genoa is a big plus for those who sail shorthanded. The 562-square-foot mainsail may seem daunting, but with lazy jacks or a Dutchman sail-flaking system, and appropriately run reefing lines, the mainsail handling routine becomes very user-friendly.

The deck, cockpit, and cabin house work together to provide an ergonomic sailing platform. Absent is the feeling that the deck configuration is a result of excess emphasis on accommodations crammed belowdecks. The Hanse we sailed had attractive teak side decks, but a nonskid gelcoat finish is also available. The nonskid option—which PS highly recommends—saves the buyer about $8,000, lessens maintenance, and has about twice the longevity of teak.

Accommodations

Hanse believes that one interior design doesn’t fit all, and consequently provides different cabin configurations. The 400 is divided into three cabin segments—fore cabin, saloon, and aft cabin—and there are mix-and-match alternatives for each area. For example, in the forward owners cabin, you can swap extra locker space for a second head and move the centerline double berth more to port. The main saloon can be set up with a dinette to starboard and a settee/sea berth to port, or an owner can eliminate the sea berth and opt for two built-in arm chairs and a small side table in the same location. The aft configuration allows for either small side-by-side cabins or a single cabin and a storage area.

The Hanse 400 is not a long-term liveaboard sailboat, but it is fine for summer cruises or participating in yacht club point-to-point races or cruises. The tight turn of the bilge and open layout leave less room for storage. The two-burner stove and modest tankage volume are in keeping with the theme of a racer-cruiser that wont be bogged down by too much gear and equipment. This doesn’t mean that a run to Bermuda or a fast trip to Hawaii are out of the question; in fact, this is a boat that would take such summer passagemaking in stride and get the crew there in a hurry.

The woodwork is computer-cut, finished, and nearly completely assembled prior to placement in the boat. Flat, smooth surfaces coated with spray-applied, matte-finish urethane offset the white gelcoat and Corian countertops, adding an open and spacious feel to the cabin. The L-shaped galley has all the basics—stove/oven, sink, and refrigerator—and is nicely finished, but counter space may be a little lacking for the seagoing gourmet. Again, this is in keeping with the boats lean-and-mean mission statement.

The cabin sole is a faux teak-and-holly plastic veneer thats visually appealing and quite durable. Theres a Euro minimalist design that balances form and function and eliminates wood trim and complex, costly joinery work. The engineers and designers seem to have collaborated on how to build an aesthetic yet cost-effective interior, and its offered it in either a dark mahogany or a light birch finish, both of which are appealing.

Performance

In comparison to mainstream production cruising boats, the Hanse 400 is an absolute performance standout, not only in its ability under sail, but in its ease of operation. On the boat we sailed, setting sail was simplified by the Dutchman flaking system, a set of control lines attached to an adjustable topping lift that guides the sail efficiently from its boom-stowed position to full hoist and back down again. The 390-square-foot furling working jib rolls up and unrolls effortlessly, and its self-tending nature makes tacking a breeze.

All it takes is a simple turn of the wheel to test how ruggedly a sailboat has been built, and whether or not an effective monocoque structure has been achieved. By tacking through the eye of a 15-knot breeze, the momentary flail of the mainsail causes some boats to shake like a wet terrier, and as they settle onto a new tack, all types of squeaks and groans punctuate the silence. The Hanse 400 neither squeaked nor groaned, and while heading into the wind with the large mainsail enduring a momentary flutter, the vessel showed no sign of telltale twisting or bending.

The semi-balanced spade rudder offers finger-tip steering thanks to a large wheel and the smooth, Jefa drag-link design steering system that nests just under the cockpit sole. This design allows for watertight integrity to be maintained between the upper and lower rudder-stock bearings, preventing water from seeping into the accommodations. The downside is the exposure to seawater that the drag-link system and autopilot drive must endure. These components are either well-sealed or made of corrosion-resistant metal, mitigating the effect of occasional dousing.

One of the big plusses is its sailplan. The tall mast, with a big mainsail and a small blade jib, delivers good all-around sailing ability without the need to wrestle a massive genoa on the foredeck. When the breeze goes from 12 to 18 knots, a reef is easily tucked in the mainsail and the inefficiency of a partially rolled up, bulky genoa is eliminated. The resulting wide wind range in which one headsail can be used is a plus, but the crew needs to make sure that they are well practiced in mainsail reefing. For those craving responsiveness in light air and ease of sail handling, theres a neat retractable stem head extension that serves as a tack for a code zero or asymmetric spinnaker, which can also be roller-deployed for convenience. Add well-planned sheet leads and a cockpit set up for efficient shorthanded sailing, and it becomes clear why the boat is so enjoyable to sail.

A 40-horsepower saildrive Yanmar diesel is neatly tucked in a box beneath the

companionway steps. With the assistance of a couple of gas cylinders, the ladder, and sound-dampened engine box easily lift out of the way. This lift-the-hood look at the engine affords great access to key components, not always the case aboard sailboats in this size range. The three-cylinder diesel runs smoothly, and the saildrive eliminates all shaft rumble noise. The trade-off is the need to pay close attention to zincs, and to take care to avoid introducing stray current or galvanic corrosion when installing any electrical equipment.

The Hanse 400 is a cruising boat for those who love to sail, and a club racer for those who enjoy a summer cruise. Its construction quality and price point qualify it as a cost-effective alternative in the 40-footer marketplace. The vessel has the right set of attributes for the light-air conditions of the bays and sounds of the Northeast, Southern California, and Gulf Coast, but will feel right at home on the more blustery bodies of water such as San Francisco Bay. In short, this is a capable performer that offers a lot of bang for the buck.

• Critic’s Corner: Hanse 400
• Interior Notes: Hanse 400
• Hanse 400 Construction Details
• Hanse 400 in Context

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• By Herb McCormick
• Updated: February 17, 2009

It was a puffy afternoon off Annapolis on the day we took the new Hanse 400e for a test drive, with a teasing northerly breeze of just 6 or 8 knots pulsing down the confines of the Severn River before building to a more respectable 10 to 12 knots a bit southward in the open Chesapeake Bay. In other words, it was just about ideal for gauging a boat’s potential in somewhat light to pleasantly moderate conditions, the sort of weather in which most people actually sail. I’d been hoping for at least a bit of wind because, even dockside, the Hanse is a boat that looks fairly quick and able, and I was eager to see if the long, low profile, combined with its generous double-spreader rig, translated to noteworthy performance under sail.

The 400 is available with many options. There are several cabin layouts, with single or twin double cabins aft, and you can choose from an island-style berth or a beam-width conventional double in the owner’s stateroom forward; regular nonskid or teak decks (though the teak cockpit and seats are standard); twin wheels or a single helm; a deep or a shallow-draft keel, each with a torpedo-shaped bulb; and, in the vessel’s construction, either a traditional fiberglass/foam core layup or a tough, lighter, vacuum-bagged composite/epoxy sandwich (hence the “e” in the name) that saves 900 pounds of displacement.

Our test boat was optimized for the Chesapeake with the shallower keel, the dual helm stations, and the epoxy hull. While I’m sure there are benefits to the other configurations, it was difficult to quibble with the combination at hand. The view forward from either of the wheels is expansive and uncluttered, thanks largely to the streamlined coachroof, the recessed headsail furling drum, and the absence of visible running rigging, which is stashed neatly beneath easily removed deck plates and led aft to twin banks of Spinlock clutches and a pair of Lewmar self-tailing winches to either side of the companionway. (The starboard halyard winch on the test boat was electric.) The Simrad chart plotter is mounted just aft of the centralized cockpit table and, in keeping with the overall theme, is clearly visible.

Under way, the plotter provided a steady record of our speed, and the numbers were impressive. With a full-hoist main and the standard 95-percent self-tacking jib, we scooted along at 5.6 to 6.3 knots in less than 8 knots of true wind while close- and beam-reaching in the confines of the river. Once outside, in 10 to 12 knots true, we managed a solid 6.5 to 6.7 knots while hard on the breeze and watched the figures slide up to the 7-knot range when just slightly cracked off. With the breeze up to 12, we fell off to a beam reach and soared along at about half a knot faster. The helm, throughout the exercise, was light and extremely responsive. Once the sails were stashed-the boat is equipped with an excellent lazy-jack system for corralling the main-we conducted trials under power and saw speeds of 7.5 knots at 2,500 rpm and about 8 knots when ramped up to 3,000 rpm. The boat backed down with authority and without vibration.

Were there things I’d like to change? Well, sure-it’s a boat! I’m not a fan of coachroof-mounted mainsheets-the driver should be able to dump the main if things get squirrelly, but Hanse is hardly the lone offender in this. Our test boat didn’t have a traveler, which seems like an oversight on a performance cruiser (though you can order one as part of a performance package, and an overlapping genoa, too), and the running-rigging arrangement for the self-tacking jib, which is initially led skyward well up the spar before winding its way aft to a cockpit winch, seemed odd to me. Finally, the split, offset backstay, controlled by a nifty block-and-tackle setup, terminates outboard to port and starboard of the open transom, which is uncomfortable for the helmsman when sitting on the coaming aft of the respective wheels. Hanse does offer optional helmsman seats for the standard crossbar at the stern, which would likely address the matter. But these are nitpicks on a boat that sails very, very well.

Moreover, I had few if any reservations about the clever and handsome mahogany interior layout (cherry is also available), and in fact I was bowled over by the lockers and storage throughout the boat. Yes, the styling is ultra-contemporary and may not be everyone’s cup of tea, but the execution throughout is very well done, and the optimization of space is impressive. Our test boat had the twin doubles aft, with the port cabin lacking a bit of headroom to accommodate a topside cockpit locker. A spacious head with a big shower stall lies to port; the roomy L-shaped galley is to starboard. The better-than-average engine access is via the hinged companionway steps and side panels in the aft cabins.

The saloon is portioned off with a large U-shaped settee to starboard, a central dining table, and on our test boat, a nav desk/end table to port flanked by two comfy armchairs, which makes for a dual-purpose work/social area and maximizes the spot’s usefulness both under way and at anchor. (You can also have a straight settee and aft-facing nav table.) The owner’s cabin is forward, with oodles of hanging-locker stowage, drawers, and lockers situated all over the place. A handy vanity with a stowaway seat is a cute little touch. A second head forward is an option.

Overall, the Hanse 400e shares a lot in common with several 2009 Volks-wagens, another product of German engineering. In other words, it’s cool, quick, and modern, all delivered at a very respectable price.

Herb McCormick is a CW editor at large.

LOA 39′ 7″ (12.07 m.) LWL 35′ 5″ (10.80 m.) Beam 13′ 3″ (4.04 m.) Draft (deep) 6′ 8″ (2.03 m.) (shallow) 5′ 5″ (1.65 m.) Sail Area 1,137 sq. ft. (106 sq. m.) Ballast 5,907 lb. (2,685 kg.) Displacement (standard) 18,519 lb. (8,400 kg.) (epoxy) 17,417 lb. (7,900 kg.) Ballast/D (standard/epoxy) .32/.34 D/L (standard/epoxy) 186/175 SA/D (standard/epoxy) 26/27 Water 88 gal. (333 l.) Fuel 40 gal. (151 l.) Mast Height 64′ 0″ (19.53 m.) Engine 40-hp. diesel Designer Judel/Vrolijk & Co. Price $275,000 Hanse Yachts (410) 626-1493 www.hanseyachts.com

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Hanse 400 is a 40 ′ 1 ″ / 12.2 m monohull sailboat designed by Judel/Vrolijk & Co. and built by Hanse Yachts starting in 2006.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

A number of different interior arrangements available. (standard layout shown here) Deck and interior updated in 2008. ISO Category A “Offshore” Germanischer Lloyd GL Yacht Plus standard.

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• Beam 4.04 m
• Draft 1.98 m

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Broker's comments.

The Hanse 400 is a stylish performance sailing yacht with luxurious accommodation and all the comforts below deck. The master cabin is located in the front and the 2 guest cabins in the aft, separate bathroom with shower and toilet. This Hanse 400 is a perfect family cruiser with all the comfort you need. This is a well equipped owners version with a retractable bow thruster, electric winch and windlass, gennaker and Simrad equipment on both steering positions. Now ready to be inspected 7 days a week in our sales harbor in Hindeloopen.

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Breaking rules, setting trends

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Hanse history

Breaking rules, setting trends: since 1990.

From a humble cutter's yard, Hanse revolutionised sailing through innovative design and engineering, making it simpler, faster and more comfortable than ever before. Driven by a relentless focus on customer needs and modern maritime demands, our philosophy has made Hanse one of the world's leading manufacturers of ocean-going sailing yachts. Looking to the future, we are committed to continuing to elevate your time on the water, ensuring that sailing our yachts remains one of the most rewarding leisure experiences you will ever enjoy.

The Genesis of HanseYachts: 1990  

Founder Michael Schmidt took over the former East German boat and repair yard, setting the stage for what would become a modern boatyard in Greifswald. But he wasn't starting from scratch. Instead, the then-called Yachtzentrum Greifswald GmbH was built on a legacy of skilled craftsmanship that had long thrived in the city.   

Initially, the yard specialised in servicing and repairing sailboats and motorboats, particularly for Scandinavian clients. But even in those early days, the framework was being laid for what would become HanseYachts. The rich tradition and deep pool of skilled labour from the old yard served as cornerstones for the modern vision Schmidt had dreamed of.  

In 1993, the world's maritime stage witnessed a new wave of ingenuity as the company unveiled the first Hanse series-manufactured vessel, the Hanse 291 , at the International Hamburg Boat Show. This trailblazing yacht marked Hanse's foundation: breaking rules, setting trends.  

The Hanse 291 was inspired by the Aphrodite 29 and crafted by renowned Scandinavian designer Carl Baier. With its oiled teak fittings and exceptional sailing characteristics, it symbolised comfortable elegance, showcasing groundbreaking features like the first-ever series-manufactured self-tacking jib. Price-wise, it was unbeatable at 44,444 German Marks, soaring to become an absolute bestseller across Germany, Europe, North America, Australia, and Southeast Asia. In every line and curve, it embodied Hanse's DNA - innovative, elegant, and effortlessly superior. 

A mere year following the world premiere of the first Hanse yacht, the Hanse 331 made its debut at the 1994 Hamburg Boat Show. The brand further elevated its profile with the Hanse 401 in 1997, introducing modern design elements. In 1998, the Hanse 292 won the European Yacht of the Year award, setting the stage for more successes. The turn of a new era came in 1999, as Hanse partnered with judel/vrolijk & co to design the award-winning Hanse 371 , a model that encapsulated the brand's ongoing commitment to quality and innovation.  

At the turn of the century, HanseYachts continued collecting accolades with the Hanse 311 and 331 , both named European Yacht of the Year. The Hanse 411 and 341 soon followed, embodying the hallmark design of judel/vrolijk & co. During 2002-03, investment in advanced technologies revamped the Hanse 300 and 311 interiors, epitomising luxury with high-gloss finishes. In 2003-04, Hanse dominated the Yacht of the Year Awards and unveiled the Hanse 531 , its largest project that set a new standard with its loft-inspired interior by Birgit Schnaase.

2004 - 2010

In the early years of this period, HanseYachts continued to set the pace in yacht innovation with the Easy Sailing Concept and a refreshed lineup featuring the Hanse 342 and 461 . Interior upgrades and the introduction of family-friendly features like one-rope reefing systems provided more comfort and convenience both above and below the deck. By 2005, Hanse's logo gained a signature wave, and the brand broadened its range to include six diverse models like the Hanse 315 , 370 , and 400 , one of which earned the accolade for Europe's Most Innovative Yacht.

Personalisation took centre stage as Hanse introduced the Individual Cabin Concept, allowing for extensive customisations in series-manufactured yachts. In particular, the Hanse 400 was offered in 80 different interior variants. Additionally, models like the latter and the Hanse 370 led in performance breakthroughs such as the steep stem design.

In 2006, the shipyard was officially named HanseYachts. It also marked the launch of the Hanse 430 , a model that captured attention for its speed-centric structure. The following years brought the curtain-raiser of the Hanse 630e , featuring the world's first intelligent hinged armature system. The brand's portfolio grew to eight cutting-edge models by the decade's end, notably contributing to its impact in competitive sailing with several regatta victories.

Interior and exterior redesigns breathed new life into existing models like the Hanse 320 , 350 , and 400 . By 2010, the debut of the Hanse 375 and 545 at various boat shows set new benchmarks for spacious layouts and groundbreaking designs.

2010 - 2014

This half-decade represented a period of sustained innovation and rejuvenation, with the 2010-11 season ushering in fresh successors like the Hanse 325 and 355 . In a pivotal moment the following year, HanseYachts launched its Smart Lighting Concept - an initiative that seamlessly integrated diverse light sources (from indirect lighting in the saloon's ceiling to highlights atop cupboards, in the bow, and even on the floor) across various models, including the Hanse 385 and 415 , to create a harmonious onboard atmosphere. The same span also introduced the Smart Mooring System, enhancing docking ease for the Hanse 445 and 495 and setting new industry standards.

In 2012-13, HanseYachts raised the bar on simplicity with the Hanse 345 's rope-free cockpit, all while debuting the Hanse 575 in Amsterdam, a model praised for its space efficiency. The Hanse 415 , launched a year earlier, earned the European Yacht of the Year title in the Family Cruiser category.

By 2013-14, the brand continued its trend of global premieres. The Hanse 505 redefined what comfort, performance, and customisation options could look like. Meanwhile, in December 2013, the 100th Hanse 575 found its home in Australia, marking a significant milestone for this standout sailboat model.

2014 - 2018

During these years, HanseYachts continually pushed the envelope of yacht design and customisation across a dynamic lineup. The Hanse 455 emerged as a beacon of luxury, boasting the largest cockpit in its class and various keel options. Versatility continued with the Hanse 315 , which offered tailored steering choices and led the charge into e-mobility with an award-winning rudder drive. High-end features such as the carbon-reinforced T-top in the Hanse 675 and the Silent Master Cabin in the Hanse 588 enhanced onboard experiences. A quartet of new models - Hanse 348 , 388 , 418 , and 548 - made their grand entrance in Cannes, featuring inviting interiors accented by trendy colours and elegant woods. Complementing their allure were more spacious cockpits, sleeker lines, and enhanced sailing areas for quicker, easier, and safer voyages.

2018 - Present

Embracing a fresh chapter, Hanse transitioned from the esteemed judel/vrolijk & co to the visionary French designers Berret-Racoupeau. This shift heralded the award-winning Hanse 460's debut - a yacht that seamlessly melds time-honoured traditions with avant-garde aesthetics, offering skippers thrilling experiences while providing families with a contemporary maritime haven. With this rejuvenated vision, the fleet has been reimagined, guaranteeing Hanse Yachts remains at the forefront of innovation, agility, and comfort.

Model History

Since 1990, Hanse Yachts has been at the forefront of yacht craftsmanship, seamlessly blending cutting-edge design, fast cruising, and easy and effortless sailing. Our model history offers a comprehensive look into the lineage of each yacht, showcasing the brand's commitment to innovation and quality over the years.

Since 1990, HanseYachts has been at the forefront of yachting craftsmanship, seamlessly combining cutting-edge design, fast cruising and effortless, easy sailing. Our model history offers a complete overview of each yacht's lineage, showcasing Hanse's commitment to innovation and quality over the years.

Historical models

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• Russian Kitchen

Cruising the Moskva River: A short guide to boat trips in Russia’s capital

There’s hardly a better way to absorb Moscow’s atmosphere than on a ship sailing up and down the Moskva River. While complicated ticketing, loud music and chilling winds might dampen the anticipated fun, this checklist will help you to enjoy the scenic views and not fall into common tourist traps.

How to find the right boat?

There are plenty of boats and selecting the right one might be challenging. The size of the boat should be your main criteria.

Plenty of small boats cruise the Moskva River, and the most vivid one is this yellow Lay’s-branded boat. Everyone who has ever visited Moscow probably has seen it.

This option might leave a passenger disembarking partially deaf as the merciless Russian pop music blasts onboard. A free spirit, however, will find partying on such a vessel to be an unforgettable and authentic experience that’s almost a metaphor for life in modern Russia: too loud, and sometimes too welcoming. Tickets start at $13 (800 rubles) per person.

Bigger boats offer smoother sailing and tend to attract foreign visitors because of their distinct Soviet aura. Indeed, many of the older vessels must have seen better days. They are still afloat, however, and getting aboard is a unique ‘cultural’ experience. Sometimes the crew might offer lunch or dinner to passengers, but this option must be purchased with the ticket. Here is one such  option  offering dinner for $24 (1,490 rubles).

If you want to travel in style, consider Flotilla Radisson. These large, modern vessels are quite posh, with a cozy restaurant and an attentive crew at your service. Even though the selection of wines and food is modest, these vessels are still much better than other boats.

Surprisingly, the luxurious boats are priced rather modestly, and a single ticket goes for $17-$32 (1,100-2,000 rubles); also expect a reasonable restaurant bill on top.

How to buy tickets?

Women holding photos of ships promise huge discounts to “the young and beautiful,” and give personal invitations for river tours. They sound and look nice, but there’s a small catch: their ticket prices are usually more than those purchased online.

“We bought tickets from street hawkers for 900 rubles each, only to later discover that the other passengers bought their tickets twice as cheap!”  wrote  (in Russian) a disappointed Rostislav on a travel company website.

Nevertheless, buying from street hawkers has one considerable advantage: they personally escort you to the vessel so that you don’t waste time looking for the boat on your own.

Prices start at $13 (800 rubles) for one ride, and for an additional $6.5 (400 rubles) you can purchase an unlimited number of tours on the same boat on any given day.

Flotilla Radisson has official ticket offices at Gorky Park and Hotel Ukraine, but they’re often sold out.

Buying online is an option that might save some cash. Websites such as  this   offer considerable discounts for tickets sold online. On a busy Friday night an online purchase might be the only chance to get a ticket on a Flotilla Radisson boat.

This  website  (in Russian) offers multiple options for short river cruises in and around the city center, including offbeat options such as ‘disco cruises’ and ‘children cruises.’ This other  website  sells tickets online, but doesn’t have an English version. The interface is intuitive, however.

Buying tickets online has its bad points, however. The most common is confusing which pier you should go to and missing your river tour.

“I once bought tickets online to save with the discount that the website offered,” said Igor Shvarkin from Moscow. “The pier was initially marked as ‘Park Kultury,’ but when I arrived it wasn’t easy to find my boat because there were too many there. My guests had to walk a considerable distance before I finally found the vessel that accepted my tickets purchased online,” said the man.

There are two main boarding piers in the city center:  Hotel Ukraine  and  Park Kultury . Always take note of your particular berth when buying tickets online.

Where to sit onboard?

Even on a warm day, the headwind might be chilly for passengers on deck. Make sure you have warm clothes, or that the crew has blankets ready upon request.

The glass-encased hold makes the tour much more comfortable, but not at the expense of having an enjoyable experience.

Getting off the boat requires preparation as well. Ideally, you should be able to disembark on any pier along the way. In reality, passengers never know where the boat’s captain will make the next stop. Street hawkers often tell passengers in advance where they’ll be able to disembark. If you buy tickets online then you’ll have to research it yourself.

There’s a chance that the captain won’t make any stops at all and will take you back to where the tour began, which is the case with Flotilla Radisson. The safest option is to automatically expect that you’ll return to the pier where you started.

If using any of Russia Beyond's content, partly or in full, always provide an active hyperlink to the original material.

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