NEW 460, A HANSE THAT DOESN'T LOOK LIKE A HANSE

And with good reason. The Hanse were designed by Judel/Vrolijk, this one is designed by Berret/Racopeau, and the previous 458 now becomes the 460.

The 460 is slightly longer (HL 13.87 – 13.55m) much more beamier (4.79 – 4.38m),  fatter, with less finer entries,  considerably higher freeboards, heavier (12,560 – 11.700kg) and with less B/D (26.7% - 28.9%), for a similar L keel with the same draft (2.25m).

Obviously, the objective was increasing the interior volume and cockpit space and that was surely attained: not only is the boat much beamier as it has all beam pulled aft, not to mention the bigger freeboard, that will give it a superior interior height.

Of course, these substantial alterations are reflected in sail performance: the new boat will sail worse with light winds, will go slower upwind and probably will go faster downwind with strong winds, will roll a bit less, and will sail with slightly less heel.

Above the 460, below the 458

SA/D shows this, especially on the version with a classic mast where the 458 has upwind a 20.3 SA/D while the 460 has 19.9 SA/D (both with self-tacking jib). With the in-furling mast the difference is not so big because the new furling mast has considerably more sail area (if they don’t change the data like Bavaria did on the C42) than the one on the 458. In this case, the 458 has 18.0 SA/D and the 460 has 19.0.

But this does not mean that the 460, compared with this version, will have a better upwind performance, because it has less fine entries, a much bigger beam and a transom with all beam pulled back and a design that limits heeling. All this will add a lot of drag if compared with the 458 that has a considerably bigger B/D (28.9% to 26.7%). The two things put together will give a much better upwind power to drag on the 458, in light wind, and even more with stronger winds and waves.

Downwind the 458 has respectively  43.4 SA/D and 40.1 SA/D (classic and furling mast) and the 460 will have 44.0 SA/D and 43.0 SA/D. Here, especially on the classic mast version the increase in downwind sail area will not be enough to make the 458 faster in light winds. Only in stronger winds will the 460  be faster due to its huge hull form stability.

A big freeboard does not contribute to a sailboat beauty (quite the contrary) but in this case that increase is well disguised and will only be apparent in some positions. A modern slightly inverted bow and a well-designed integrated bowsprit as well as a nice transom design contribute to making the boat look contemporary, and disguises well the increase in beam and the higher freeboards.

However, the design created a cut with traditional Hanse shapes that allowed to recognize a Hanse from  other yachts. This Hanse lost identity and even if it is nice, it looks now more like an Oceanis than a Hanse.

The Solent rig, which appears on the first images,  is a positive introduction and it makes a lot of sense because this boat does need a lot more sail area to sail with weak winds than the 458. 

In situations where the self-tacking jib was enough on the 458, the 460, having more drag, will need a bigger sail to sail effectively. That is why a big genoa will be much more needed on the 460. and therefore the need of the Solent alongside with the self-tacking jib.

However the Solent rig increases the yacht price, and in this case, the small distance between the two furlers, will make it mandatory to roll the genoa when tacking, deploying it again on the other tack. If this looks easy with light winds, with medium winds (where the genoa can be used advantageously), it will not be so easy and will imply a lot of work in coastal sailing, where tacks are frequent.

On the positive side of things, it seems that this boat will have a cored hull. The 458 was announced with one (foam core) but later they changed to a monolithic hull. A cored hull will increase the boat rigidity, but the core of this one will be balsa, which has very good mechanical properties, it is cheaper than other good cores but can rot if there is water intrusion.

Also positive is the increase in interior volume. The most interesting alterations and use of the extra space are especially interesting for charter use. Regarding an owner’s use, the most interesting alteration is the possibility of having three good cabins, with three heads.

But this option, which I am sure will be the one that will sell more among owners, will only be suited for short-range cruising, or marina to marina use because the storage space aft (that is bigger than on the 458) will be necessary as technical space for the generator and other equipment.

The forward cabin is much bigger, especially the bed as well as the aft cabins, and I am sure that this will make this yacht much more successful than the 458.

But what is good for charter many times does not suit other uses and in what regards aft cabins I would have preferred the aft cabins to be slightly smaller (that would still make them as big as in the 458) and to create behind the engine a technical space for generator, water maker and other technical equipment.

Having the technical equipment in the aft cockpit locker is not a good idea in what regards accessibility and mixing storage space with technical space.

The galley on the 3 cabin/three-head version, is slightly smaller than the one on the 458 but much worse for using while sailing. On the other version, the galley is huge but even less adapted to be used while sailing. That is not necessarily bad, it depends on the use that it is given to the boat.

If the boat is used in relatively short jumps between marinas or anchorages the galley will not be used while in navigation and at anchor or in the marina that huge galley will be very much appreciated by the ones that cook or wash the dishes. Anyway, that is the way that most that cruise use their boats, including charter use, so I would say it makes sense for many, probably the majority.

First the 460, above, the 458

The interior 460 style and design seem more modern and pleasant, but I do not like that big "door" from the saloon to the cabin, cut on the main bulkhead. They are going to say that is all controlled, but it seems obvious that the bulkhead resistance will not be the same. Sure, there are ways to make the bulkhead stronger, but all that I know imply very expensive reinforcements and different, more expensive materials, and I don’t believe it is the case with the Hanse 460.

The 460 will be more expensive than the 458. Standard on the shipyard, without VAT, the 460 will cost 237.022€ (the 458 costs 212.925€). That was to be expected because the 460 is a bigger yacht, beamier and slightly longer, including a fixed bowsprit.