Dufour 390: Space miracle with plenty of room for individuality in the test
Michael Good
· 10.08.2023
A sailing yacht with a hull length of just over eleven metres and a total of three cabins and three heads - something like this had never been seen before. With this announcement in spring 2018, the boat builders at Dufour Yachts caused a major surprise on the market and within the industry. The French company once again lived up to its reputation as an innovative shipyard.
Since 2018, Dufour Yachts in Périgny near La Rochelle has been under the umbrella of Fountaine Pajot. However, Dufour has remained an independent brand and continues to produce largely autonomously at its previous location. As if to cement this fact, shortly after announcing the merger with Fountaine Pajot, the shipyard announced two completely newly developed models for the touring programme, the Dufour 390 and 430. In fact, however, these two models were already planned long before the merger and were ultimately probably also part of the takeover deal.
Even more abundance
YACHT had the opportunity to test the two new ships in the Mediterranean immediately after their first presentation in 2018. What's new? Umberto Felci, Dufour's in-house designer for many years, has tried to conjure up even more volume in the current hulls, especially in the bow section. The freeboard drops almost vertically over the entire length. chines - aft still as real edges - extend almost all the way to the bow and constrict the volume towards the waterline. On the one hand, this ensures less wetted surface on the hull and, at the same time, high dimensional stability when heeling.
However, the extremely large hull shape is only visually striking if you look closely at the ship from the front. From the side, the vertical stern and a slight deck projection conceal the volume. In addition, the low-set hull windows and the recess in the hull designed for this purpose visually elongate the hull. The lines are pleasing to the eye, despite the enormous volume.
The aft cockpit of the Dufour 390 is semi-enclosed with a raised moulded section. An additional external sink and an electric grill can be integrated into this if required. And the bathing platform is accessed via a side hatch. The good idea and the arrangement are already familiar, having been implemented by Dufour in a similar form for all models in recent years - as is now the case with the two new models.
Annoying and unnecessary
Our test boat, the first Dufour 390 from series production, was obviously finished at the very last minute for presentation at the autumn trade fairs in the Mediterranean. As a result, the boat has a number of significant processing deficiencies that should not go unmentioned in a YACHT test. For example: on deck, the split pulpit is only very weakly anchored in the bulwark and would probably break away under heavy loads. The panels of the artificial teak deck (an option) are partially off-centre and not glued in the middle, and the cockpit table is also very unstable.
In addition, some attachments and fittings on deck are inappropriate, untidy and in some cases simply incorrectly fitted. For example, the hole point rail for the optional genoa is fitted at least half a metre too far forward. As a result, the headsail could not be adjusted as desired during the test.
The list of defects continues below deck. The furniture is inappropriately installed and the inconsistent gap dimensions are more than obvious. Under engine power, the fittings rattle everywhere, and with only a slight swell at anchor in the bay, loud creaking noises throughout the ship are disturbing. The floorboards are not cut to size and protrude differently. If you go barefoot inside, you can quickly injure your feet on the sharp edges. And the bunk cushions in the foredeck are too small and do not fit on the floor.
In short, anyone who has seen the first production boat (our test boat) at the trade fairs will be disappointed by the quality. The best proof that the French usually work better, more precisely and more carefully is in the harbour right next door, in the form of the Dufour 430, which is also new to the shipyard. This ship - also the prototype from the same production - was obviously completed under less time pressure. Here, the workmanship in detail once again meets the high quality standards familiar from Dufour Yachts. In this respect, the 430 is a kind of guarantee for the improvements to be expected in the series for its little sister 390.
At the same time, however, the Dufour 390 also surprises with some superbly solved and beautifully realised details on deck, such as the recess in the cabin superstructure in front of the companionway as a garage for the sprayhood, the anchor locker completely moulded into the deck or the nicely sized forecastle boxes inside the cockpit galleys despite the two aft cabins. The shipyard has found good and functional compromises here.
Test with obstacles
For the test in the bay of La Spezia, there is plenty of sunshine, but hardly any usable wind. The sea breeze weakens in the afternoon, and the strong gusts make it difficult to fully explore the yacht's performance capabilities. With a total weight ready to sail of 7.7 tonnes, the comparatively heavy ship manages an average speed of 4.3 knots in six knots of wind (2 Beaufort) at a tacking angle of 90 degrees.
This requires further explanation. On the test ship, the mechanics of the retractable bow thruster were defective and the drive was permanently lowered en route. In addition to a lot of turbulence on the keel and rudder, this naturally also caused additional resistance and correspondingly lower speeds. The performance figures should therefore be interpreted with great caution. Added to this are the problems already mentioned with the short centreboard track for the genoa.
The beautifully built sails from Elvstrøm with the overlapping genoa and the fully battened mainsail are part of the optionally available Grand Prix package with which the test boat is equipped. The package also includes the backstay tensioner and the double-sided mainsheet guide based on the German-Cupper model. As standard, the Dufour 390 is only equipped with a self-tacking jib. At least in the prevailing test conditions, the boat would undoubtedly be significantly under-rigged.
Permanently attached bowsprit
The sensible alternative for light wind conditions is the rollable Code Zero. To this end, Dufour is now fitting a fixed bowsprit to the younger generation of yachts right from the shipyard, which also serves as an anchor bracket. On the Dufour 390, the trunk protrudes around 75 centimetres beyond the tip of the bow. Sporty sailors can also attach a gennaker to it for more performance in rough winds.
The sheets for the genoa and main run along the coaming on both sides onto the winches in front of the steering wheels, where they are operated alternately. This means that the double-reefed mainsheet must be stopped before each tack and placed on the winch on the windward side. Although this requires some practice and preparation for the manoeuvres, it ultimately works quite well, even for single-handed sailors. However, as there is always plenty of sheet material in the helmsman's area, additional line slips would be highly desirable.
The halyards, reefing and trim lines are led back to the side of the companionway from their organised deflection at the foot of the mast inside the cabin superstructure. The winches and stoppers there could be one size bigger and stronger. The hardware is rather too weak at this point, especially when it comes to putting the halyards through.
The hull of the Dufour 390 is built in full GRP laminate with an outer barrier layer of vinylester gelcoat. The shipyard offers a ten-year guarantee against osmosis, whereas the industry standard is only five years. The deck is manufactured using a double-shell vacuum injection process with a foam core. The compact design ensures good thermal and acoustic insulation.
Dufour Yachts continues to dispense with the installation of a collision bulkhead in the foredeck, not only on the 390 model, but on all boats in the range up to 46 feet. Although a safety bulkhead between the forepeak and the forward cabin is not mandatory according to CE standards, it is recommended by certifiers.
It is also advisable to upgrade the built-in engine. As standard, the Dufour 390 is equipped with the three-cylinder engine with 30 hp from Volvo Penta. The test boat is optionally fitted with the smoother-running four-cylinder engine with 40 hp. With this and a three-blade folding propeller, the Frenchwoman manages 6.6 knots at cruising speed (80 per cent of maximum speed) in calm water. Despite more engine power, this figure is not particularly high, but this may also be due to the bow thruster not being fully retracted.
The engine is properly soundproofed. The noise levels in all living areas below deck are in the average range.
More than the others
The three-cabin, three-wetroom version of the Dufour 390, which is still unprecedented in the eleven-metre length class, is interesting for the charter business. The compromise here means that the shipyard has to install the galley as a long row in the saloon, which drastically reduces the space in the seating area. Three or a maximum of four people can then sit at the table on one side. In the standard version (test boat), at least six or seven people can sit comfortably around the saloon table, which can be opened up on both sides.
The standard version of the 390 comes with three cabins and two bathrooms, which is already unusual compared to the competition; three cabins yes, but only one toilet room - that is the class standard for the competition. Dufour gains the advantage with an extremely spacious forward cabin. Thanks to the main bulkhead, which is laminated far aft, the shipyard is able to realise a separate bathroom for the owners at the front, which is still a reasonable size. It is interesting to note that the dimensions of the forward berth are still well above average. At shoulder height, the width of the berth is more than two metres, which is unusual even on much larger vessels. The strikingly voluminous hull shape in the forward area makes this possible in the first place.
The aft cabin is symmetrically divided for the three-cabin vessel. With a width at shoulder height of 1.64 metres, the berths here are also larger than average for a ship of this length with two double cabins in the stern. Two additional passengers can spend the night on the sofa berths in the saloon. Here too, the berths are large enough and the beautifully made upholstery is suitable for this. In addition, the small navigation table on the port side can be lowered with a flick of the wrist, which increases the berth area even further or provides additional seating.
As a third layout variant, the Dufour 390 can be ordered with just one transverse cabin aft. The shipyard uses the remaining volume for a larger and deeper forecastle as well as for a separate shower area in the aft heads compartment.
The test boat is finished in light-coloured and matt lacquered teak. Alternatively, customers can also opt for the slightly darker Moabi mahogany or for significantly lighter oak wood. The grain runs horizontally throughout in all variants, which creates a sophisticated look and provides even more perceived volume, especially in the saloon. The many large windows on the superstructure and in the hull bathe the attractive interior in a bright and pleasant light during the day. There are also plenty of hatches in all living areas for exemplary ventilation options below deck.
Exciting alternative
With a base price of 254,040 euros (as of 8/2023) for the basic version of the boat, the Dufour 390 is slightly more expensive than the competition. However, the buyer can benefit from a whole range of functionally combined equipment packages, which combine financial advantages over the individual options that can be selected.
Anyone looking for a boat in the 38-foot (eleven metre) length segment should also consider the Dufour 390, which offers the buyer more flexibility and individuality than many of its competitors. Unfortunately, the many annoying processing deficiencies in the first production boat spoil the good overall impression. However, the knowledge that Dufour can do better is reassuring. The shipyard has proven this many times over.
This article first appeared in YACHT 23/2018 and has been revised for this online version.
The measured values for the test of the Dufour 390:
The Dufour 390 in detail
Technical data
- Design engineer: Felci Yacht Design
- CE design category:A
- Torso length:11,20 m
- Width:3,99 m
- Draught/alternative:1,95/1,50 m
- Weight:7,7 t
- Ballast/proportion: 2,1 t/27 %
- Mainsail: 40,0 m2
- Standard self-tacking jib: 25,0 m2
- machine (Volvo P.):22 kW/30 P
Hull and deck construction
- Hull: GRP full laminate in hand lay-up
- Deck: GRP sandwich with foam core, built with vacuum injection
Price
- Base price ex shipyard: 254,040 euros, gross incl. 19% VAT, incl. sails
- Guarantee/against osmosis 2/10 years
Prices as of 08/2023, as the prices shown are defined, you will find here !
Shipyard
- Dufour Yachts
- 17187 Périgny (France)
- www.dufour-yachts.com
- Distribution: Dealer network
YACHT rating
Uncompromising tourer with a considerable volume for an unusual variety of possible layout variations with up to three cabins and three toilet compartments. Slightly more expensive than the competition
Design and concept
- + Remarkable expansion diversity
- + Solid construction for hull and deck
- - No collision bulkhead provided
Sailing performance and trim
- + Agile and lively on the rudder
- + Functioning deck layout
- - With self-tacking jib under rigged
Living and finishing quality
- + Large foredeck with own wet room
- + Many and easily accessible storage compartments
- - Test ship with expansion deficiencies
Equipment and technology
- + Garage for sprayhood
- - Weak standard motorisation
