The frenetic activity of the Caribbean season had already slowed by the end of April in Anse du Marin, where Albius IV waited on the pontoon. The commanding new Garcia Exploration 60 is part of an Exploration range that began 12 years ago from a meeting between Jimmy Cornell and the managers of Grand Large Yachting who were looking for a new project for the French brand which they took over in 2010.

The idea of the all-aluminium ocean-going centreboarder, which had won over so many sailors in the 1980s and 1990s, had lost a bit of momentum after the departure of Garcia’s two founding brothers in 2005.

For Cornell’s part, the famous author-sailor knew this type of vessel better than most after three circumnavigations. Intending to attempt the Northwest Passage, he had a very precise idea of what he wanted for his fourth boat. This included the key incorporation of a deck saloon, for 270° visibility similar to that of a multihull.

The coachroof on the resultant Exploration 45 was kept as low as possible so as not to compromise stability, and extended by a dodger that protects the front of the cockpit. This became the real signature of the range.

‘Coach’ Philippe behind the wheel, enjoying the very comfortable helm seat – ideal for watches, contemplation, reading… or a nap! Photo: François Trégouët / MULTImedia unless stated

The Garcia Exploration 52 which followed and now this new Garcia Exploration 60, have all been designed by Berret Racoupeau, and are immediately recognisable by their coachroof design. The insulated double glazed windows are vertical on the sides, and the forward facing ones reversed as found on commercial vessels. This cuts down glare and ensures vision from inside is not impaired by the sun’s rays.

The 60 incorporates other key features of the Exploration range that are less visible yet equally important, in particular safety aspects on which Cornell did not compromise. For example, there are watertight bulkheads fore and aft, and two skeg-protected rudders that are potentially independent in the event of damage. These have a sacrificial composite top section, which will crush without damaging the hull in the event of a collision.

And then there are the strong design choices that have been upheld, such as the anchor locker set back at the foot of the mast, which means 300kg of chain much better placed than at the bow.

The engine, the heavy systems and tanks are also positioned between the mast and the companionway, a central optimisation of weight that directly impacts the yacht’s behaviour at sea.

The Garcia Exploration 60 has all these attributes and we had the ideal opportunity and time to validate the theory of them at sea.

With the overlapping genoa , furling staysail and Code 0, it’s easy to adapt the sails to suit the wind conditions. Photo: François Trégouët / MULTImedia unless stated

Caribbean departure

There were four of us on board: Laurent the owner; his son Auguste, an underwater drone engineer by trade; Philippe, known as ‘Coach’, who has accompanied Laurent in all his choices and all his sailing since the start of the project; and myself.

Laurent brought nearly 50kg of vacuum-packed meat, charcuterie and cheeses in his luggage – and all this can be accommodated without too much difficulty in the three chilled compartments on board: a fridge in the galley, and fridge and freezer in the utility space at the foot of the mast, all with double drawers.

Sailing with the furling Code 0. Photo: François Trégouët / MULTImedia unless stated

Local victualling was carried out smoothly, and the final work completed. Less than 48 hours after landing in Fort de France, we were ready to set sail. A short stop at the fuel pontoon to really fill up the two tanks of 1,150lt each, and we could set a course, first to the south-east to get out of the cul-de-sac of Le Marin.

On reaching the Club Med des Boucaniers, the boats at anchor became sparser, so we took the opportunity to hoist the mainsail and unfurl the genoa. Everything is done from the cockpit, on the imposing Harken electric winches. All you have to do is make sure the reefing lines are eased and stow the long 2:1 halyard.

The genoa is just as easily unfurled from a conventional furler. A goal on this exploration yacht was to keep things simple in order to be reliable. The use of hydraulics has been confined to where its power is needed, ie the vang, the backstay and the raising and lowering of the daggerboard. In just a few seconds, you can change the draught from 3.65m to 1.50m by simply pressing a button on the starboard helm station.

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The costly carbon mast option (€191,674), may come as a surprise on a 35-tonne yacht. But it adds a significant 2.9m of height and that extra sail area without raising the centre of gravity. This is a welcome bonus, enabling you to make way in winds as light as 8 knots under sail, when the standard version with its ‘short’ aluminium mast would require 12 knots.

The size of the generous cockpit (5.10m x 2.65m) won us over during first manoeuvres. Protected by a rigid sprayhood and bimini, it’s divided into three distinct areas: twin wheels at the stern with footplates that can be raised when heeling; manoeuvring and deck access in the middle; and lounging, eating and keeping watch forward.

Once we rounded Islet Cabrit, which marks the southern tip of Martinique, we set off north-east, close-hauled on starboard tack, 60° to the wind. For three days the wind then oscillated between 12 and 20 knots, yet the boat’s speed remained remarkably constant, as long as you adapted the sail plan to the wind variations.

The cockpit is huge, well sheltered and, with a 360° view, is the real living area of the boat in a temperate climate. Photo: François Trégouët / MULTImedia unless stated

Excessive heeling is the best indicator of this on a centreboarder. Full genoa and mainsail at the bottom of the range, a reef and genoa in the middle, a reef plus staysail as soon as the wind reaches 20 knots.

The Garcia Exploration 60 is like a train on rails, always maintaining between 7 and 9 knots. Before the wind abandoned us for the first time, more than 500 miles were covered in three days. That was just enough time to get used to the yacht and for the stomachs of the less hardened sailors to settle.

The Garcia 60 offers a full-width owner’s cabin in all cases. This is the stern option. Photo: François Trégouët / MULTImedia unless stated

Bedding in

Ventilation may not be the strong point of the large galley, at the foot of the port companionway, in these warm latitudes, but there is plenty of storage space. The Corian worktop and double sink are beyond reproach, as is the oven with five-burner gas hob.

While the refrigerator’s cold storage capacity is well suited to everyday use, I’d prefer to see a solution where the drawers were aligned with the axis of the boat. That way, they’d be less likely to be damaged or to injure a crewmember when weighed down with drinks. Instead, when the locks are released at heel they open and close violently.

Owners cabin option forward of the mast. Photo: François Trégouët / MULTImedia unless stated

During this first slightly sporty section of the passage, Laurent abandoned his large 9m² owner’s cabin to take refuge in the saloon, as it can be hard to get comfortable when forward of the mast, despite the solid leeboards. Getting to the inviting shower compartment, which is even further forward, opposite the port side technical compartment, requires keen self-awareness.

I slipped into the skipper’s cabin below the saloon – located very low in the centre of the boat, its double berth is undoubtedly one of the most comfortable in rough seas. At 1.73m (5ft 8in) tall though, my feet could touch the radiator. Auguste took the aft port double cabin.

The sleeping accommodation in the starboard cabin, occupied by Coach, is of identical dimensions (1.5m x 2.0m), but the adjoining bathroom, accessible to all with its toilet, large washbasin and separate shower, is roomy.

At the owner’s request, the yard fitted a small heads compartment under the cockpit, which doesn’t feature on the original plans. Here, the washbasin is better described as a hand basin, while taking a shower there would not necessarily be appropriate given the lack of ventilation, however the toilet – electric – is a real comfort.

Just two steps between cockpit and saloon for more views in complete shelter. Note the solid watertight door which helps transform the interior into a protective cocoon. Photo: François Trégouët / MULTImedia unless stated

At 0400 on the fourth night the wind gave up. Six knots of wind were not enough to move the Albius IV’s 34 tons, especially with the long Atlantic swell still raging, so the Volvo 230hp engine was fired up – an advantageous replacement for the 175hp of the standard inventory, as it allows the boat to reach a cruising speed of 7.2 knots at just 2,000rpm, for a consumption of just 12lt per hour.

We were glad to have topped up tanks before setting off, as it meant we didn’t hesitate to use the engine during the transition phases and were therefore able to seize any opportunity to make headway under sail in this light-wind year. This tactic was confirmed regularly by our routing software.

Yes, the Starlink revolution had joined us aboard, and we gave in to the temptation to download GRIB files several times a day.

Dinner at sunset mid Atlantic, indicative of a smooth crossing. Photo: François Trégouët / MULTImedia unless stated

Powered up

Even without numerous hours of motoring there are plenty of power sources to keep the 1,000Ah of 24V lithium batteries topped up. And that’s without the aid of a malfunctioning Watt&Sea hydrogenerator. While this is usually very efficient, technical problems meant we had to do without.

Instead, the solar panels (1,000W on the arch and 600W on the hard top), plus the generator, kept the batteries at over 60% charge level, all while regularly running the washing machine, tumble dryer and watermaker.

The well-protected interior. Photo: François Trégouët / MULTImedia unless stated

The watermaker is started from the control panel forward of the chart table but is physically located in the technical compartment under the port saloon bench seat. The aft end of this seat lifts up on its pistons and you enter a particularly well laid-out space, where the care taken by the shipyard to integrate the systems is evident.

I noted that the consumption of the chiller units reduces drastically as soon as the outside temperature drops below 30°. Indeed, as we moved northwards, the night watches migrated inside, getting full use of the panoramic view from the saloon.

While all meals, including dinner, were taken ‘on the terrace’, as night fell and the thermometer dropped, we sat down at the chart table to port or in the saloon to starboard. There’s always a well-placed screen to keep an eye on the AIS or the radar, and the view of the horizon is unobstructed under the foot of the genoa. If the temperature were to drop again, we could also close the solid double watertight companionway doors.

‘Coach’ Philippe is also an excellent cook (here with his slow cooked roast). The large galley was used intensively during the crossing. Photo: François Trégouët / MULTImedia unless stated

In more northerly or southerly latitudes there’s always the water heating system with its domestic-style radiators. These combine with foamed floors and 70mm of insulation from the waterline to the coachroof to form a cocoon of warmth and silence.

Shortly after the halfway point, the wind granted us two days under Code 0 with 12 to 15 knots of wind at 200°. The boat glided along at around 7 knots, heading 060°, straight for the Azores. At sunset, I flew the drone to capture the most beautiful session of this transatlantic trip, the reflections of the sun in the Mylar film of the sail giving it a golden sheen – a magical moment.

Engine controls, navigation information, and a good view of the sails from a very well-designed helm station, complete with tilting sole. Photo: François Trégouët / MULTImedia unless stated

Two-week crossing

Arriving in Horta exactly 14 days and 20 hours after leaving Le Marin, we found the famous Azorean port quite crowded in this post-Caribbean migratory season. But there was enough space for the Garcia Exploration 60, which we were able to position precisely in the berth using the bow and stern thrusters.

The fenders were removed from the huge forward sail locker. Now all we had to do was reinflate the dinghy, a sturdy Bombard Commando C3, which we’d managed to get into the port aft locker of the transom. We’d forgotten that the spare gas bottle was behind it. Fortunately, the 13kg bottle in service made it all the way across, although it was severely strained by lemon tarts, roast chickens and even a slow-cooked (seven-hour) leg of lamb!

Despite her fairly steep angle of heel, the Garcia Exploration 60’s movements were remarkably smooth and the average speed for two-week passage was high. From 10 knots of wind, and using the engine below that, we kept up a steady pace. While staying as close as possible to the direct route, we tried to make contact with the low-pressure systems further north, but were never really able to catch them. All together, we spent a third of the time under engine.

Very accessible and organised technical room. Photo: François Trégouët / MULTImedia unless stated

Garcia Exploration 60 specifications

LOA: 19.50m / 64ft 0in
LWL: 16.77m / 55ft 0in
Beam: 5.40m / 17ft 9in
Draught: 1.50m-3.65m / 4ft 11in-12ft 0in
Displacement : 35,000kg / 77,162lb
Ballast: 9,650kg / 21,274lb
Sail area: 168m² (with carbon mast: 195m²)
Sail area/displacement ratio: 18.2
Disp/LWL: ratio 207
Berths: 8
Engine: Volvo Penta 175hp (or 230hp as an option)
Fuel: 2,300lt / 506gal
Water: 800lt / 176gal
CE Category: A for 10 persons
Price as tested: €2.9m
Design: Berret Racoupeau Yacht Design
Builder: garciayachts.com

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