Leopard 45 Review

Last spring we joined friends in the BVI's for a week of cruising among the islands and then a passage to Panama aboard their beautiful Leopard 42, Salida. It's about a thousand miles from Tortola to the San Blas Islands over what is often a boisterous part of the Sea. We had an average of  twenty knots of wind on the port quarter for most of the passage but as we neared the Panamanian coast the wind left us and we motored the last twenty four hours, coming to anchor not far from Dog Island. We spent another week cruising among the San Blas Islands before heading home. It was a wonderful time with great friends aboard a handsome boat. Cruising doesn't get much better than that.

When I started looking at the new Leopard 45 the thought hit me that somewhere between the vintage 2003 Leopard 42 and the new 45, the Leopard line has evolved from sailboats to sailing condos. I am not saying this to be critical of the company or their products because there is nothing wrong with creating boats that provide truly luxurious accommodations along with less emphasis on the act of sailing them. In fact, I'm certain they have gone in this direction precisely because that's what their clients want. When I think of this evolution in those terms it's easy to understand why the new 45 looks the way it does.

Leopard 42 at anchor in Panama

Deisgned by the firm of Simonis Voogd,  the 45 incorporates hulls that, while fairly beamy at the deck level, are deep and relatively narrow below the waterline. The knuckle of the nearly vertical bow is well below the waterline and appears to be quite fine. The maximum depth of each hull is located at approximately station 6, or sixty percent of the waterline length aft from the bow and is about 36 or 37 inches below the waterline. In cross-section the hull appears to be semi-circular at this point, fairing into a nearly flat bottom at the transom. The keel adds another 24 inches of depth, for a total draft of 5'-1". That much draft is enough to keep this boat out of some nice anchorages, but is still manageable.

Above the waterline, there is a subtle chine that starts near the bow and fairs back into the hull near the transom. This adds visual interest to the boat's otherwise slab-sided appearance. The sheer has a slight reverse spring that terminates in a sloped transom. In studying the profile view below, it appears to me that the freeboard amidships is about 5'-6". This is a tall boat.

Deep draft and high freeboard in the Leopard 45.

It looks like the forward part of the deck house is raked aft, but that is only along the sides of the house. Those angled features actually disguise the vertical forward face of the cabin, which allows for a spacious forward cockpit, which you can see in the deckplan below.

Notice the forward cockpit and smallish trampoline

The deckplan shows the true purpose of the L45. It is designed to be a spacious home afloat with a front porch and a large patio aft. Both of these areas are protected from the sun by the large overhanging deckhouse roof. That forward cockpit will be a nice place to lounge when conditions permit, and the enormous aft cockpit, with seating for eight at the table, will be the social center of the boat.

One of the more striking features of the boat is the expanse of windows fore and aft, as well as port and starboard. Opening the sliding window and door in the aft end of the house converts the cockpit and salon to a vast open area. Open the door to the forward cockpit and you have plenty of flow-through ventilation and panoramic views from both cockpits and the salon. To me, this is more like a vacation home than a boat.

The galley is forward, on the starboard side of the deckhouse and incorporates substantial Corian counters, three burner cooktop, oven and a large single sink as well as a two-drawer refrigerator/freezer. I would prefer to have the sink located in the middle of the counter instead of next to the stove, but that's a minor issue.

Opposite the galley is a chart table. It's big enough, but I like to have my radios and master electrical panel nearby and I don't see dedicated spaces for them. Aside from that, there is plenty of natural light and visibility here. I like that you can sit at the chart table and have a great view looking forward.

The boat is offered in three and four cabin versions. Unless you are putting your L45 into charter service you would not consider four cabins. In the three cabin version, the starboard hull is dedicated entirely to the owners suite, with a king size bed aft, a huge head with shower forward and a plethora of storage spaces and a desk/dresser amidships. Again, this is more like a very comfortable vacation home than a boat.

The Leopard 45 would make a fabulous liveaboard cruiser.

The port hull incorporates fore and aft private staterooms, each with a separate bath. There is a V-berth in the bow, which will most likely be used for storage unless there are small kids aboard. There are large deadlights in the hulls, giving all of these spaces lots of natural light and visibility.

Notice that the bridge deck extends nearly to the ends of the boat. This adds considerable storage space. Housed in the forward bridge is the genset, freshwater tanks and plenty of space for ground tackle. There is just enough of a trampoline there to make a nice place to lounge when underway. I watched a video of the boat under sail and it appeared to be trimmed down by the bows a bit, so keeping extra weight out of this area would be important.

I saved the rig for last. It is a basic sloop with a square-top mainsail, roller furling jib tacked to the forward crossbeam and a furling screacher tacked to a short bowsprit. It's all of conservative proportions, which is in keeping with the cruising theme of this boat. The mainsail is controlled by a mainsheet bridle instead of a traveler and all the sail controls are led to the helm station, which is an elevated post on the starboard side of the boat.

Sailing this boat would be interesting. With the large hardtops fore and aft, and all the controls led to the helm station, the crew in the cockpit is going to be hard pressed to see the sails, let alone trim them. The helmsman will do all the sail trim by pushbutton from his perch. It doesn't appear that there are any sail controls in the cockpit. This means that sailing aboard the boat will be nothing short of idyllic for the crew, but it could get a bit busy for the helmsman at times.

I will leave it to you to judge the aesthetics of the new Leopard 45. The sharp angles and squared corners are certainly in vogue these days, but I miss the elegant curves and visual delight of more artfully designed boats. With that said, if I were in the market for a comfortable liveaboard cruiser, and not necessarily an offshore passagemaker, the Leopard 45 would be on my short list of boats to see.

That Was Quick!

 Back in July I decided to take a month off from posting here because I was busy with another writing project.  Well, before I realized it, that month turned into two and then three. I can scarcely believe the time has flown by so quickly!

It was a fun summer, filled with lots of travel, hiking, biking, work projects and some sailboat racing, but now I'm back at the keyboard and will soon be posting a review of the new Leopard 45 Catamaran. In the meantime I thought it would be nice to share some photos of the high country around Mammoth Lakes, where we spent a few weeks in August and September.

It was cold the day we hiked up McGee creek. At noon a misty drizzle began to fall, eventually turning into a light, intermittent rain. There was hardly anyone on the trail except us.

McGee Creek beaver pond. The pyramid-shaped mound in the middle of the photo is the beaver lodge. This time of year the colors are spectacular.

It's hard to believe that rodents built the dam that created the pond, which I estimate to cover at least four acres.

A closer view of the lodge.

It was a dampish hike back down the trail in the afternoon. But nature surprised us with a rainbow. A perfect first day of Autumn.

X-Yachts X6 Review

X6

The X6 has finally arrived. This all-new design from Niels Jeppesen and the X-Yachts design team is the first of their new "X" line of high performance cruising yachts. It appears that the X6 is designed to provide luxurious cruising amenities combined with very high performance. This is interesting because the company already offers a high performance cruising yacht, the Xc-50, as well as a luxury racer/cruiser in their Xp-55. Therefore I thought it would be informative to compare the dimensions and ratios of all three boats.

Note that some dimensions and ratios for the X6 are estimates based on the published data for the Xp and Xc.  Sail area and SA/D are somewhat inflated because I did not have actual rig measurements, but used published data from X-Yachts instead. Still, this table provides a snapshot of the performance potential of each boat relative to its siblings.

Comparing D/L ratios, notice that they are nearly the same for the X6 and Xp at 145 and 142, while the Xc weighs in at 182. The X6 and Xp will be able to surf when conditions are right, while the Xc will require relatively more energy to break free of its bow and stern waves and surf.

Most notable in these numbers is that all three boats have large rigs for their size and type. The Xp has a higher SA/D ratio than the X6, which is appropriate for the more racing oriented boat. The surprise here is that the cruising oriented Xc also has quite a powerful rig. We can think of the SA/D as power/weight ratio. A boat with a high SA/D is like a lightweight car with a big motor.

I included profiles of each boat below so you can visually compare them. The fairbody line of the Xc is significantly deeper than the other two boats, indicating a more V-shaped hull and more deadrise than the others. This shape gives the boat more comfortable motion in a seaway and allows heavy items such as tanks and the engine to be mounted below the cabin sole. Interestingly, the Xc has a higher ballast/displacement ratio than the others.

Xc 50
High performance cruiser

Xp 55
Racer Cruiser

X6
Very High Performance Cruiser

The underwater profile of the X6 is similar to that of the Xp, but notice that it is beamier relative to its length. Another interesting difference is that the aft overhang is longer on the Xp. All of this implies that the Xp will be the faster boat in light air, but only by a little bit. I think the X6 will be faster upwind in anything more than light air. With its long waterline and powerful rig, the X6 will be significantly faster on a reach.

We are fortunate to have a lines plan for the X6. In studying it, the first thing you'll notice is that the hull is V-shaped to about station 7, then it becomes "U" shaped from that point to the stern. The hull is nearly flat-bottomed near the transom, which is not overly wide. Above the waterline there is little change in the angle of the topsides, this is apparent in the body plan. That consistent angle gives the hull a somewhat slab-sided appearance, but it is a very efficient shape. I'm glad to see that the design team didn't succumb to the temptation to add chines, which on a boat like this would be nothing but a styling gimmick.






The X6 is equipped with a vertical fin-and-bulb keel with three draft options. The shoal draft version draws 8.50 feet and the competition keel draws 11.15 feet. There are twin rudders, which ordinarily I would be critical of.  But the reason for that arrangement is to allow space for a dinghy garage. In the Xp-55, the dinghy must be wrestled aboard and stowed athwartships because the rudder post is in the way. The twin rudders on the X6 allow the dinghy to be hauled aboard and stowed all in one go, a more practical system by far.

If I could afford my own X6 I would sit down with Niels and ask about a lifting keel. Nothing beats a deep keel for sailing performance, but there are lots of destinations that are too shallow for even the shoal draft version. I think a variable draft keel of six to ten feet would give me the performance I would demand it a boat like this, and access to some of my favorite coves as well.

A new generation  X.
Deep draft and twin rudders.

The standard rig is aluminum and an optional carbon fiber rig is offered. Of course the winches are all electric. The mainsheet is led to a pair of blocks on the arch instead of to a traveler. For a luxury cruiser like the X6 that is a perfectly acceptable arrangement. The boat is equipped with a transverse jib track just forward of the mast that accommodates a self tacking 96% jib as well as longitudinal tracks for the 106% jib. There are no genoas on the X6.

The cockpit is large and well set up for cruising. The companionway is offset to starboard and the table is large enough for six to dine. The winches are located just forward of the helms. The controls and instruments are located on the consoles at the helms.

Rendering of the cockpit

Laminated wood/carbon fiber wheel and pushbutton controls.

There are plenty of choices in the accommodations.  I think the centerline V-berth is more convenient than the pullman type owner's stateroom. The galley, as you would expect, is large and well laid out. Guests can be accommodated in the quarter-cabins. The boat can  easily accommodate three couples.

Visually, with it's truncated cabin and expansive foredeck, the new boat is a departure from previous production X yachts. This may be an incremental step in the design evolution of X-Yachts, or it may be an indicator of a changing of the guard at the company. Either way, the X6 is a stunning addition to their product line and I can't wait to see the new X4.

 All  images  courtesy of X-Yachts.  

Dehler 38 Review

Here is an interesting cruiser/racer from Dehler Yachts. As you may know, Dehler Yachts was one of many builders that were knocked out in the Great Recession. Fortunately, the Hanse Group acquired the company in 2009, so the well respected Dehler marque lives on. Nowadays Dehlers are built at Hanse's facility in Griefswald, Germany, on the Baltic coast.

Dehler 38 at speed.
All photos courtesy of  Dehler Yachts and Yachtworld.

Designed by Judel/Vrolijk and launched in 2013, the 38 is the first of the revamped Dehler line. It is a performance cruiser with comfortable accommodations wrapped in a visually attractive package. It fits in roughly the same market segment as the J/112E and the X-Yachts XP38. This is pretty tough competition.

The D38's hull incorporates a long waterline, moderate beam and, by today's standards, a moderately beamy stern. Its Displacement/Length ratio of 179 indicates a boat of medium displacement that will sail well to weather and will deliver reasonably good performance off the wind. As you know, a high Sail Area/Displacement ratio indicates a boat with a relatively large sailplan. The D38's SA/D is 21.63. By comparison, the J112E's D/L and SA/D are 152 and 25.0 respectively. This tells us that we should expect the D38 to deliver a bit less performance in lighter conditions, but you'll need to reef the J a little sooner in a breeze. This is an appropriate trade-off for the slightly "cruisier" Dehler. For the more performance minded sailor, Dehler offers the boat with a deeper keel, lighter displacement and a carbon fiber rig.  That boat's D/L of 168 and SA/D of 24.67 puts it squarely in the the category of racer/cruiser instead of cruiser/racer.

Here are some more numbers:
LOA .......................... 37.07 ft
LWL .......................... 34.12 ft
BMAX ...................... 12.30 ft
Draft .......................... 6.56 ft
Displacement ............. 15,875 lb
Ballast ........................ 4,850 lb
Sail Area .................... 854 sq ft
SA/D .......................... 21.63
D/L ............................. 179

Freeboard on the D/38 is fairly high and the vertical stem is balanced by the very slightly raked transom. The keel is a hydro-dynamically efficient vertical fin with a torpedo bulb, while the rudder is deep enough to provide good control. I like that Dehler opted to include a deeper, more powerful rudder on the competition model. Many builders offer competition keels but don't provide a commensurately high performance rudder. Another important detail is the hull/keel interface. Notice that the keel fin is lengthened where it meets the hull. This spreads the loads out which reduces hull flex in this area and allows for a stronger hull/keel joint. This is offset by slightly more turbulence in this area, but I think it's a good trade-off.

The standard keel incorporates a cast iron fin with a lead torpedo bulb, as does the deeper competition keel. The shoal keel is  made entirely of cast iron.

High freeboard and a nearly straight sheer are offset by a highly sculpted deck.

The standard aluminum rig will provide enough performance for the average cruising sailor. End-boom sheeting, the option of symmetrical spinnakers and a 48:1 block and tackle backstay adjuster round out the D38's sailplan.

Dehler put a great deal of effort into creating a beautifully sculpted deck and I think the result is well worth the effort. The cabin trunk is long and low, with the cabin sides angled at roughly 45 degrees. The center of the cabin top is recessed slightly to allow lines led aft from the mast to be enclosed. The designer thoughtfully included an instrument pod just above the campanionway hatch. Notice that the cockpit seats are angled sharply, making the cockpit a bit cramped for a racing crew.  I prefer them aligned more with the centerline of the boat. The large dropleaf table will further hamper the racing crew. Aft of the cockpit seats, the mainsheet traveler is mounted on the sole and there is a pair of beautiful carbon fiber steering wheels. The transom includes a removable "tailgate" panel. I am not a fan of these folding transoms, but I do like the fact that this one can be removed for racing.

D38 looks fast even in the slings. Notice the large anchor roller. This is a necessity for boats with plumb stems. 

The three windows in the hull appear to be mere slits, but they provide plenty of light and visibility,

With the tailgate removed the D38 looks pretty racy.

The accommodations plan includes options for two or three cabins. I prefer the two cabin version for cruising. The forward cabin incorporates lots of storage and a good sized V-berth. There is plenty of room to dress and the large hatch allows for plenty of ventilation.

The forward cabin has plenty of storage and shelf space

The main cabin incorporates an L-shaped dinette to starboard and a long settee to port, separated by a centerline dropleaf table. The chart table is one of those convertible affairs. Using it involves relocating a couple of seat cushions and sliding the table forward. Once that is done you have a decent workspace for navigation chores.

Sliding chart table. The radios and electrical panel are concealed behind the curved locker doors.
I could do without the "head rests".

The galley is compact but appropriate for a racer/cruiser. It is equipped with a top and front access refrigerator, which is very convenient. There is enough storage space for cruising provisions and enough counter space to make sandwiches for the racing crew.

Throughout the main cabin and galley there are top-hinged locker doors with gas springs. They give the boat a modern appearance below that is complimented by extensive indirect lighting. I am not sure this is the most practical arrangement but it is beautiful.

I like the light colored counters and the tall fiddles.

Beautifully styled main cabin.

The head is a versatile area. Notice in the accommodations plan that the toilet/shower room is in the forward part of the head.  It is separated from rest of the compartment by a door that does double duty, closing off the entire compartment from the main cabin as well. 

This is the view of  the D38 that Dehler is hoping the competition sees most.

Overall, the D38 merits high marks for design and performance. As I noted earlier it lives in a very competitive market niche and I think it's going to hold it own against the J's, X-Yachts and Salona performance cruisers. I am looking forward to seeing a D38 Competition on the starting line here in Southern California.

J/112 E Review

It's refreshing to see that J/Boats is paying more attention to style and aesthetics with their "E" series of boats. The company has always produced good looking boats but I think of them as being good looking in the sense that they are always well proportioned and functionally efficient.  However, in the E series they have gone beyond their tried and true, but somewhat pedestrian "form follows function" aesthetic standards. As I look at the stylistic progression from the J/97E to the 122E and now the new 112E, it is clear that they are taking the artistic aspect of yacht design more seriously and I think that is a very good thing.

Another interesting aspect of the newest E boat is that while the 97E and 122E were both upgrades of existing boats, it appears that the 112E is an entirely new boat. When I first saw it, I thought it was based on the J/111 or J/109, but one look at the deckplan told me it was neither of those boats. I've included deck drawings of all three below so you can compare them.

J/112E
The "E" designation signifies "Elegance and evolution in performance cruising design."

The hull of the 112E is thoroughly modern, but notice that it does not have chines, twin rudders or an extremely wide stern. Those things are, in many cases, design gimmicks that don't contribute materially to the boat's performance or seaworthiness. That is not to say that those design features are always wrong, but in a boat of this type they would add nothing of value.

The underbody of the 112E shows fine waterlines forward and a deep keel that incorporates a cast iron fin and lead bulb. The rudder is made of fiberglass with a stainless steel stock. With a displacement of 11,300 pounds, the 112E has a displacement/length ratio of 152, which makes it light enough to surf and husky enough to sail to weather in heavy air. Its moderate overall proportions combined with the deep keel and powerful rudder will impart good manners in a seaway and will make the boat easily handled. These are just the things you want in a cruising boat.

J/112E Deckplan

The deck of the J/112E is just about perfect for a performance cruiser of this size. The cockpit is designed for sailing efficiency and reasonable comfort, and it's nice to see that they did not try incorporate a fixed table into it. The steering wheel is fairly large and some people may want two smaller wheels, but I prefer the arrangement shown here. The mainsheet traveler is on the cockpit sole and the sheet is led to a pair of self tailing winches on the coamings. Halyards and control lines are led aft through a gang of clutches to self tailing winches on the cabintop. Everything on this deck is straightforward and simple. This boat is going to be an absolute pleasure to sail.

J/111 Deckplan
Not quite as well designed as the 112E

J/109 Deckplan
Not quite as well designed as the J/111
I  guess this is what J/Boats means by "Evolution in performance cruising design." 

The cockpit looks spacious and comfortable, and I like the molded-in toe-rails. The backstay adjuster is hydraulic, which is probably okay, but I would prefer a block and tackle system for simplicity and reliability.

The spars are aluminum. Performance would be enhanced by a lighter carbon mast, but of course it would also increase the cost of the boat. I'm sure you could have a carbon rig built for the boat if you wanted to seriously race it, but why not just buy a J/111 instead?
The chainplates are out at the sheer so jibs are limited to about 105%. With no big genoas to trim, this is a versatile sailplan that can be easily managed by a couple, yet with a sail area/displacement ratio of 25 it's capable of delivering plenty of horsepower when needed.  The boat is equipped with a retractable sprit and the sailplan drawing shows masthead spinnakers so downwind performance will be superb.   

The slightly sprung sheer and stylishly shaped cabin-side windows look better in reality than in the drawing. 

E stands for elegant too.

The accommodations plan looks ideal for a boat of this size and type. I lived aboard a 36 foot Beneteau with very similar accommodations for over a year and can attest to the practicality of this layout. If you only race or daysail your 112E you probably won't find the dedicated chart table very necessary, but if you actually go cruising, you'll find many uses for it in spite of the fact that nowadays you can do all your navigating and weather predictions on your IPad. The V-berth is snug for two adults but a good place for a couple of kids. The large dropleaf table in the salon will seat six for meals and offers convenient storage. The head is large for a boat of this size and includes access to the very large storage compartment under the port cockpit seat.

Practical accommodations make for efficient cruising comfort.

The salon looks like a comfortable place to lounge, and the settees appear to be long enough to serve as sea berths if fitted with lee cloths. All photos courtesy of J/Boats.

J/Boats has used the SCRIMP process for molding hulls and decks for years. SCRIMP is a trade name for vacuum infusion. You can find out more about the process online, but the key things to know about it is that the process results in high quality fiberglass parts with the optimum resin-to-glass ratio and a high degree of precision in the finished part. It also has the benefit of being environmentally responsible.

I don't know what the price of the 112E will be, but if I was in the market for a new boat, this one would be at the top of my short list of must-see boats.

Morris M29 Review

As you may know, Morris Yachts was recently acquired by the Hinckley Company. When I learned of the sale I thought it was another example of smaller boatbuilders in the US being swallowed up by the bigger ones. In  my opinion this is a necessary evolution, a sign of the changing economic times. It takes deep pockets to survive in this business, and this is true not just because boatbuilding is becoming more and more technology driven. These days environmental regulations demand expensive equipment and methods, the cost of industrial space continues to rise, qualified labor is both scarcer and more expensive, insurance costs are going up every year, and the list of challenges for boatbuilders continues on. So I was not surprised to see that Morris was taken over by a bigger and financially stronger company. In fact, you may recall that Hinckley itself was acquired a few years ago by Scout Partners, LLC an investment firm based in New York. It could be argued that absentee ownership of these companies does not bode well for the creativity and innovative drive of these companies, but I don't think that is necessarily so. It takes money to innovate, experiment and develop new products, and I think enlightened ownership that is dedicated to preserving and supporting companies like Hinckley and Morris can help them maintain the levels of excellence they have been known for. At least that's my hope. 

I thought it would be fun to take a critical look at one of Morris's current products, the M29. This boat was designed by Sparkman & Stephens in 2008 and is the smallest of Morris's M line, which includes 36, 42 and 52 foot models. I have to say I'm partial to this baby sister of the bunch because in  my opinion, it comes closest to delivering the pure, undistilled essence of sailing pleasure.    

Morris 29
Could anything be sweeter than sailing this little gem on a Sunday afternoon?

Here are some numbers:

LOA:         29'-2"
LWL:         20'-10"
BMAX:      7'-4"
Draft:         4'-6" or 3'-8"
Disp:          4,735 lb
Ballast:      1.958 lb
Sail area:    395 sf
D/L:           214
SA/D:        23.6

In studying the hull of the M29, notice that the waterline length is about 70% of the overall length. Those long overhangs in the bow and stern, combined with the narrow beam will give this boat a very easy motion in a seaway, but more importantly in a boat of this type, give it lovely proportions. It will not sail nearly as fast as a modern 29 footer with a plumb bow and wide transom, but it will sail more beautifully. And while speed is important, so is beauty.

M29 reaching under mainsail and asymmetrical spinnaker.
Photos courtesy of Morris Yachts

The M29 looks like a classic yacht above the waterline, but below it has fairly racy features including a deep fin keel and carbon fiber spade rudder.  The mast is also made of carbon fiber, clear indications that Morris is taking performance seriously in this boat.

The deck is of classic proportions, with a short cabin trunk and graceful coamings around the generously proportioned cockpit. With such a small cabin trunk, a sliding companionway hatch becomes problematic.  There's just not enough room for it, so it has to be made removable. I've grappled with this problem on several of my smaller designs over the years.

Morris has done away with winches on the M29, using 2:1 purchase on the main halyard and a block and tackle system for the jib sheets. This limits jibs to the small self tacking unit shown in the drawing above. This is probably a good trade-off, given the boat's very generous sail area. The jib sheet is led under the deck to a bank of cam cleats built into each cockpit coaming. I have not used this type of arrangement before so I can't attest to its efficiency, but it does make for a very clean deck layout.

Headsail controls built into the cockpit coamings

Back in the 1970's, when I was in the early years of my career as a yacht designer, I was commissioned to design a similar boat and it was amusing to pull the old drawings out of my archives and compare them to the M29, The design brief was for a traditional sloop of 26 feet, to be built of cold-molded mahogany. The client wanted the boat to have classic lines but was not particularly concerned with what it might look like below the waterline. So I designed the boat with traditional looks and a fast underbody. 

Gryphon 26, "Cinnamon Girl" circa 1979

The M29 embodies the same approach as the G26 about thirty years later.

The Morris M29 has a basic accommodations plan that includes a pair of settee berths and a Porta-Potty, which is all that's necessary for this daysailer. I like the reliability of the inboard diesel.

Just enough accommodations for an overnight

Cinnamon  Girl
The boat was given a deeper keel and rudder in 2003

Cinnamon Girl
Still going strong in 2014

M29x
The deep keel is probably a bit much for this boat. 

Morris also offer an M29x version, which includes a bowsprit, deeper keel and more sail area. According to data I've seen, the model x is about 18 seconds per mile faster than the standard M29. This boat reminds me of 1969 Jaguar XKE roadster. It's exquisitely beautiful with plenty of horsepower straight out of the box. The extra deep keel and tall rig are a bit like replacing the Jaguar's beautiful 3.8 liter engine with a Chevy 327 V-8. It'll be faster but not quite as perfectly balanced as the original.

The M29 a wonderful example of classic design and very high quality execution. It's expensive, but what a sweet ride!