Yachting World — February 2018

how to produce elegant craft that are a
cut above the mainstream in style and
substance. Think superyacht looks and
feel but without the cost of a similar-sized
semi-custom yacht.
The base price of a CNB 66 is around
40 per cent less than that of an Oyster or
Contest, though if all the optional extras
are chosen, as was the case with the test
boat, that margin reduces considerably.
The 66 marks CNB’s 30th anniversary
and is a model that plays on the success
of the Bordeaux 60 (46 sold in nine
years) and the CNB 76 (21 in four years).
She shares a similar Philippe Briand-
designed sporty hull and coachroof
shape to the 76, but the bowsprit option
is new.

Upwind control
Docking out of the bustling marina at
Port Cogolin, we were met by ideal sunny
sailing conditions. It was the day after
the closing regatta of the Mediterranean
season, Les Voiles de Saint-Tropez. A
Force 4 easterly was blowing and we had
the Golfe de Saint-Tropez to ourselves.
Beating upwind under full main and
genoa, we could pinch up to 22° to the
apparent wind, making 7.5 knots. This
rose up to 8.5 knots at 25° apparent as
the breeze picked up into the mid-teens.
My three crewmates demonstrated
how easy it is to reef the CNB 66, an
important consideration in taming this
powerful cruiser.
The test boat has a carbon mast and
hydraulic roller-furling carbon vee boom,
developed with Hall Spars. Although this
is an option over the standard aluminium
rig, it is a significant feature for CNB in its
efforts to convince couples that this is a
manageable yacht.
Once the main is hoisted, the mandrel
is hydraulically engaged. To furl, a remote

switch powers the mandrel while the

halyard is eased from the mast base

winch. The system can also be controlled

manually using an emergency line.

Without changing our heading, the

main was sheeted out, a reef was wound

in and we sailed on – at the same speed

and with a bit less heel and pointing.

Point nicely proven.

The boom and reefing mechanism is

a seriously expensive option though. I

would expect that, for €140,000, it might

hoist or lower sails automatically and

make drinks at the same time. Yet this

system still requires a crewmember at

the mast base to work the halyard winch

and the control switch for the mandrel.

With full sail quickly and easily

restored, we were soon out of the bay

and into a steady sea breeze – and the

66 was in her element. Once she has that

extra couple of knots of wind and degrees

of heel, the CNB 66 accelerates another

half-knot.

The sweet spot

It was a noticeable and delightful

difference – she is a boat that sails best

powered up. Indeed, it is once we cracked

off a little onto a fetch that I found her

sweet spot. This is the way to cover the

sea miles, I thought – 15 knots wind at

50° apparent, clocking a steady 10 knots

boat speed. We spent an intoxicating

hour like that, close reaching back

and forth across the mouth of the bay,

savouring the experience.

In general, the feel on the helm is fun

and authoritative. When the boat is less

pressed, it can feel a little neutral

and she can wander. The large twin

rudders suit her design though.

The large aft

deck area is

intelligently

laid out for a

helmsman and

crew to control the

sailing systems

1

1

2

2

4

4

3

3

5

5

i

Although it is an increasingly

common feature, I still find

an open transom a little

disconcerting on an offshore

cruising yacht.

Backstay rams run vertically

under the aft deck. Runners

are used only to stop the mast

pumping when sailing under

staysail in a swell.

The starboard quarter locker

has a cradle for a liferaft,

which pulls out via a pulley.

The single point mainsheet

led to a powerful winch

is a practical means of

maintaining mainsail control

and shape without a traveller.

The crash bar between

helm consoles provides a

useful handhold when going

through tacks and helps keep

crew away from the loaded

mainsheet.

ON TEST : CNB 66

76 February 2018