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• Sweden Yachts
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QUALITY & CRAFTMANSHIP STEEPED IN TRADITION. The classic design of Malö Yachts is quintessentially Swedish. Steeped in tradition our boats are built to ensure comfort and safety to the most discerning of sailors. All hulls and interiors are built by hand ensuring the highest of quality and adaptability to a customer’s bespoke wishes.

ABOUT US. The yard and marina are located in Kungsviken, The Bay of Kings on the historic boat-building island of Orust. Johannes Olsson started the company 1939, building wooden yachts. Johannes’ sons, Bo and Orvar Olsson took over the business in 1963 and built their first GRP Malö Yachts in 1969. Lars and Bengt Olsson, sons of Bo assumed responsibility of Malö Yachts in 1984 and ran the company until 2008 when Bob Erixon bought the yard.

Malö Yachts is now part of Sweden Yachts Group, which also encompasses Sweden Yachts, CR Yachts and Regina Yachts. The Group is dedicated to maintaining Swedish boat-building traditions, by producing high-quality, handcrafted sailing boats for the discerning sailor.

Malö Yachts are one of Scandinavia’s oldest, most experienced yacht builders. Our workforce consists of a small team of dedicated, highly professional boat builders, many of our employees have more than thirty years of experience and a fundamental understanding of sailing.

Malö Yachts have a higher standard of construction and are more expensively built than most comparable boats. Our raw materials, for example, GRP, teak and mahogany are the finest the market has to offer. All hulls are moulded in Sweden and products such as sails, stainless steel fittings and covers are sourced from specially selected local companies. Our fittings bear the world’s best manufacturers’ labels and our production quality, design and engineering exceed all current classification requirements. All of this also gives the customer the ability to create a yacht bespoke to their needs and wishes.

Our Swedish home island of Orust is steeped in the timeless tradition of boat building and Malö Yachts has been at the forefront of this fine craft for generations. It is this heritage which makes us strive to build the best cruising yachts for the discerning yachtsman.

MALÖ YACHTS OWNERS If you are the owner of a Sweden Yachts or prospective owner we are here to help.  You can download archived brochures and specifications below. You are welcome to contact us at  [email protected] for further help and information.

If you are a member of Facebook and a Malö Yachts owner or enthusiast you may well be happy to know that there is an owners’ group on this platform. You can find the group by either clicking on the following link www.facebook.com/groups or simply by searching for ‘Malöklubben’ on Facebook and requesting to join. This is a great opportunity to be part of a sailing community where you can receive or share tips and advice from other Malö Yachts owners.

Yachting Monthly

• Digital edition

Malo 46: A head-turner with blue-water promise

• Rachael Sprot
• April 8, 2022

The Malo 46 generally turns heads wherever she goes but does she live up to her blue-water promise? Rachael Sprot went to find out

Only 40 Malo 46s were built, making them highly desirable. They also keep their value. Credit: Nic Compton

Product Overview

Manufacturer:.

You can tell a lot about a boat from its midships cleat: does it have a good lead, is it as substantial as the bow cleats, does it even have one?

When photographer Nic Compton stepped on board Malo 46, Wimsey , for the photoshoot in Dartmouth, it was the first thing he remarked upon: ‘Nice midships cleat. You’ll want a photo of that, won’t you?’

We both agreed, this boat means business.

It wasn’t the only thing that helped her make a good first impression though: there’s a removable inner forestay, proper dorade vents with protective grab rails and a stainless-capped rubbing streak to name but a few.

The Malo 46 initiates a predictable reaction from cruising sailors. ‘Ooh,’ they inhale, ‘lovely boat,’ they exhale, followed by a starry-eyed silence as the atolls of the Tuamotus come to mind.

Wimsey is well set up for downwind sailing with a mast mounted spinnaker pole, and removable sprit for a cruising chute. Credit: Nic Compton

There’s no doubting she’s a lovely boat, but at the price of a small house, she’d better be, hadn’t she?

And if you spend two years living on a boat because you sold your house to buy it, loveliness will only get you so far.

What you really need for ocean sailing is a boat that’s comfortable, kind on the crew, easy to maintain and seaworthy .

So, I’m donating £5 to charity for every use of the word ‘lovely’ in this review and committing to the strictest standards of scrutiny.

Of the heavyweight Swedish cruising yachts, the Malo 46 has some of the nicest lines. It helps that she’s got the extra length, which allows an elegant sheer without compromising too much internal volume.

The cockpit of the Malo 46 is well laid out for sailing shorthanded. Credit: Nic Compton

They came with either a ‘Classic’ counter stern, or the ‘Standard’ reverse counter with a sugar scoop.

The former has extra deck space and more locker storage, Wimsey is the latter.

The Malo 46 started life as the 45. Dan Hills, of DFD Marine Ltd, the main UK broker, explained that ‘because it was such a good hull, Malo used it for a few models.’

With a new coachroof and other cosmetic improvements it became the 46, and it’s currently in production as the Malo 47, with the Classic stern configuration only and a stainless bow platform.

Only 40 hulls have been made, which means they’re hard to find and hold their value well.

As you step below the hand-finished mahogany interior radiates warmth, yet there’s plenty of natural light from deck hatches and portlights.

The snug, U-shaped galley is offset to port of the companionway.

Unlike many boats of this size, where the galley is tucked down one side of the cockpit, here it’s forward-facing, meaning the pot-washer can still hold a conversation with those in the saloon after dinner.

Sophia Lagus (far right) and her partner, Andrew bought Wimsey with plans to sail around the world in 2024. Credit: Nic Compton

The fridge is small for a boat of this size, but there’s a decent freezer.

Despite being a big boat, the layout is well-compartmentalised, making her feel secure at sea.

Call me old- fashioned, but the trend for open-plan living is best kept on shore.

Opposite the galley there’s a standard-sized heads compartment with all the usual mod cons.

I was dismayed to find that the black-water tank had no access without dismantling the heads, though. Bilge access was also minimal throughout.

Hatches are positioned over the pertinent bits, but you might want to invest in an electric driver before checking your keel bolts.

The generous nav station on the starboard side has a proper chart table for laying out your ocean passage charts and pilot books, and there is space beneath for all the usual publications.

The Malo 46 came with a fin keel and option of either sugar scoop or counter stern. Credit: Nic Compton

There’s also a dedicated chart drawer lower down for the rest of the folio – very nice.

However, there’s not much to hold you into the nav seat on starboard tack.

For those of Viking extraction, you might be able to brace a leg across to the galley unit, but for those of us with more compact proportions, you’ll need Velcro underpants.

It’s surprising how much time you spend in the nav station on an ocean crossing: getting weather reports, sending emails, chatting on the SSB and monitoring all the systems.

If you’re running a business remotely, as many circumnavigators do, not having an ‘all- weather’ desk to work at could be frustrating.

What the nav station could do with is one of the saloon armchairs instead.

The cockpit locker has good access and is ideal for storing bulky items like sails. Credit: Nic Compton

First introduced by Hallberg-Rassy , the three-piece suite approach to saloon furniture caught on in Scandinavia.

The armchairs are divisive though. Comfortable? Yes. An indulgent waste of space? Possibly. With a drinks locker nestled between them, it’s hard not to imagine cosy nights at anchor with a wee dram in your hands and something fluffy on your feet.

For those of a more Puritanical bent though, there’s a standard bench seat version available. This would give more storage behind and underneath.

It would also give a second sea berth in the saloon, if it wasn’t for the fact that the nav station eats into its footprint.

So, given that you wouldn’t gain a full-length berth, you might as well enter into the spirit of Nordic hygge and pack your carpet slippers.

The saloon table is a thing of beauty. It unfolds from the corners as elegantly as origami, twists 90° to account for the fact that there’s now a corner where there was once a straight edge, and locks into place.

Decent ventilation with good protection show the boat’s serious intent. Credit: Nic Compton

It’s a good indicator of the beautiful standard of joinery on board and achieves full marks for both loveliness (£10) and practicality.

The black tank issue is not yet redeemed, however. The horse-shoe shaped seating is luxurious. There were four of us on board and there was plenty of room for extras.

An infill turns it into a double berth, increasing sleeping capacity to eight. There isn’t a huge amount of stowage space in the saloon though.

The Malo 46 is narrower than her competitors and the price for her svelteness has to be paid somewhere.

Forward of the main bulkhead is the master cabin, flanked by a heads compartment on one side and a shower room on the other.

Separating out the ablutions was one of the main selling points for Sophia and Andrew.

A full cockpit canopy keeps crew protected from the elements. Credit: Nic Compton

They’ve both done ocean crossings on fully crewed yachts where the two heads were shared between 12-20 people!

Apart from the fact that you walk through the saloon to get there, the separate wet-room is a superb place for bulky, wet objects such as sodden foulies.

The master cabin is, well, lovely (£15 and counting). There’s good locker space and neat bunk-side tables.

You could even sit up to read a book in bed if you make use of the bunk light and cushion at the foot end, though it would be tight for two.

The drawback isn’t the cabin design, but its location. The bow’s a noisy, bumpy place to ride out a gale at anchor , or even moored in an exposed port for that matter.

The solid midships cleat is just one of the features which makes the Malo 46 a serious bluewater cruiser. Credit: Nic Compton

On the other hand, to achieve an aft cabin of this grandeur would mean having a centre cockpit, which many people don’t like.

Even on a 46-footer you have to compromise somewhere. The two aft cabins are almost symmetrical doubles below the cockpit.

The seats above them open giving ventilation if needed, or access to bulky items if you’re using one side as stowage.

Generous locker space will accommodate two people’s-worth of gear.

An alternative arrangement with twin bunk beds on one side is also available and might be more suitable for families or offer more flexible stowage arrangements.

Continues below…

The Yanmar 110HP engine is a good choice for long-distance cruising: they’re well respected and spares are straightforward to source.

It’s a common rail fuel system which makes it more efficient and reliable.

The previous owner had re-engined with an 80HP version and the propeller pitch needed adjustment, so we couldn’t make a fair assessment of performance.

Engine access is adequate for coastal sailing, but disappointing on a boat with big cruising ambitions.

It’s a tight squeeze to access the sides of the engine from the companionway, the oil dipstick is barely visible and you need a screwdriver to take off the front of the compartment for access to the alternator and raw water pump.

The racor and coolant tank can be easily accessed above the engine. Credit: Nic Compton

If you put too many obstacles in the way of routine checks they happen less frequently, and things like a leaky shaft seal on the pump-housing might remain undetected for longer.

What works well, however, is the mounting of the racor and coolant tank above the engine .

They’re at eye height so any contamination or changes of level will be quickly spotted.

On deck, the trademark Targa arch keeps the cockpit clutter-free and protects the crew from the hazard of an accidental gybe , a major plus point on long, downwind passages.

It’s also a good support structure for a full cockpit canopy to protect you from the elements, whether tropical or arctic.

Or you can put a conventional sprayhood between it and the windscreen.

The U-shaped galley is to port and has plenty of storage. Credit: Nic Compton

The sheet is led back to a winch on the starboard side of the cockpit, just within reach of the helm – another plus point for shorthanded sailing .

Unlike other modern yachts which carry their beam all the way aft, the Malo has a finer stern.

This gives the cockpit a secure feel – you’re never far from something to brace against.

Deep coamings add to the sense of being well-protected but it’s also a big enough space to host sundowners in.

More stowage for small, daily items would be useful: there are only two cubby holes, one of which is necessarily taken up by the main halyard and furling lines which run down the port side of the coachroof.

The saloon with its folding table showcases the build quality. Credit: Nic Compton

The lazarette under the helm seat has a wonderful locker.

The whole helm seat raises up to give exceptional access, and the space easily accommodates awkward items like sails and a tender.

It was already full, though, and the Classic version with the counter stern would be better at accommodating long-term cruising gear.

On the foredeck the anchor stows neatly into the stem.

I was dubious about this feature but it functioned really well on the three occasions that we used it. It also means there’s less chance of the anchor damaging spinnakers when they collapse, or other boats when parking goes wrong.

The chain locker was not easy to access though, so you wouldn’t be able to flake the chain into it.

The Malo 46 has two heads compartments, which was a big selling point for Sophia and Andrew. Credit: Nic Compton

Under sail, Wimsey handled like a dream. She’s light enough to get going in 6 knots of true wind, but heavy enough to dismiss a bit of wind-over-tide chop.

She purred through the overfalls off Start Point like a Rolls-Royce, oblivious to the fact that we were an hour late for slack water.

Owing to her 138% genoa we couldn’t test the limits of her pointing ability, but under full sail in 17 knots apparent, she made 6.5 knots at an angle of 48°.

As we freed-off she made over 7 knots close-reaching and would have done more if the wind hadn’t dropped to 13 knots apparent.

The next day we flew downwind from Salcombe back to Dartmouth, making a comfortable 8 knots under a conservative sail plan.

Wimsey has a mast- mounted spinnaker pole and removable sprit for a cruising chute, which covers pretty much all the bases for downwind sailing.

It won’t take Ben Ainslie to push her up towards the hull speed of 9.5 knots.

She’s a joy to sail, and a fast, comfortable passage-making boat.

Like many people planning serious offshore cruising, Sophia and Andrew would have preferred a true cutter rig, but the removable inner forestay allows for a hank-on staysail so that you can work to windward in strong winds .

Whimsey has a standard reverse counter stern with sugar scoop. Credit: Nic Compton

They weren’t keen on the roller furling main either, but as Sophia pointed out, when you’re buying second-hand you can’t dictate the spec.

Below the waterline there’s a substantial fin keel which is long enough to keep the draft down to little more than 2m, and a part-skeg for the balanced rudder.

She has a hearty 39 per cent ballast ratio and AVS of 128° which is above the requirement for Category A vessels.

The hull and deck are sandwich construction with a balsa core, which gives a superb strength-weight ratio.

The hull and deck mouldings are bolted and bonded together. Longitudinal and transverse bulkheads are laminated directly to the hull – rather than the cheaper tray-matrix construction.

It’s a belts-and-braces approach which, combined with high levels of Swedish craftsmanship, gives Malo their reputation.

However, the costs of maintaining a yacht like this should not be underestimated.

The Malo 46 has a max hull speed of 9.5 knots. Credit: Nic Compton

Gorgeous though they are, the acres of 12mm teak on deck are a ticking time bomb. The financial and environmental costs of replacing them are high.

The balsa-cored construction is another thing which is expensive to rectify if water gets in.

There’s no point taking a boat like this if you aren’t committed to keeping it in good condition.

A boat which took painstaking craftsmanship to make will require the same approach when it comes to refits and repairs.

Given Sophia and Andrew’s meticulous approach, I think Wimsey is in safe hands.

Blue-water cruising yachts are a highly prized asset which, given the right care and attention, will help multiple generations of sailors achieve their dreams.

Would she be a good boat to sail around the world? Well, she really is lovely (£20).

If anyone would like to lend me a Malo 46 for 18 months, I’d be delighted to investigate further…

Expert Opinion on the Malo 46

Ben Sutcliffe-Davies, Marine Surveyor and full member of the Yacht Brokers Designers & Surveyors Association (YDSA)

www.bensutcliffemarine.co.uk

The Malo 46 hull is reported to be balsa core above the waterline and solid core below.

New owners were given the option of reinforcing the hull and deck with either balsa core or Divinycell, a type of foam.

Both have the potential of moisture ingress but wet balsa can be far more serious once moisture has been absorbed.

It is important to know which was used, especially if extra fittings have been secured to the deck.

The yard used solid-core laminate where high load fittings were secured to the deck, which does prevent issues.

You also need to look closely at the condition of the teak.

Sail plan of Malo 46. Credit: Maxine Heath

The quality of material used at the time of build was high, and it was all hand-laid, so much depends on how well it’s been maintained.

Watch for wear and deep grooving to the strip planking.

I have seen issues with the use of an encapsulated alloy flat bar for deck fittings using stainless-steel fastening. Over time, this can start some galvanic reactions to the threads.

The engine and drive on the craft I’ve surveyed had an Aqua Drive connection.

Accommodation plan of Malo 46. Credit: Maxine Heath

These reduce the need for a perfect shaft alignment but do need to be looked at carefully for the amount of wear.

The engine normally came with a turbo. Careful use is required in order for these to last.

Oil drips from the air filter is a good warning sign of developing issues. Try and see the engine used under load.

Check the lower bearings of the skeg-supported rudder for wear and whether the lip seals are used, as they need to be replaced every seven years.

Alternatives to consider

Hallberg-rassy 46.

The centre cockpit makes the Hallberg-Rassy 46 feel secure while under way. Credit: Rick Tomlinson/Hallberg Rassy

The Hallberg-Rassy 46 set the benchmark for blue-water cruisers in this size range.

It has won praise from all sides: reviewers and owners alike, with more than 130 made.

Built about a decade earlier than the Malo 46, there are many similarities between the two, including a partial skeg-hung rudder and long-ish fin keel.

They’re two tonnes heavier, which is not necessarily a bad thing for long-term cruising, and one tonne of that is in the keel.

Owing to her heavier design weight, she’ll probably be better at absorbing the extra stores required for ocean sailing.

The sail area is increased proportionally, so performance shouldn’t be compromised much, although a comparison of the polar diagrams suggests it will take a bit more wind to get her moving than the Malo 46.

There’s more than 30% more fuel capacity and 25% more water capacity, so you’d cope with more days at sea if necessary.

That said, one came fifth overall in the 2019 Atlantic Rally for Cruisers , sailed by a young family.

Slab reefing was standard, although some have in-mast furling.

132 Hallberg-Rassy 46e were built between 1995 and 2005. Credit: Rick Tomlinson/Hallberg-Rassy

The centre cockpit is small compared to aft cockpit yachts, which makes for a secure space at sea but less room for entertaining in port.

It’s well-laid out: the double-ended mainsheet has a winch on either side of the helm, just where you need it.

There is a hard-topped hood available, although this might be best suited to high-latitude sailing where you need the shelter, than for the tropics, where you want the breeze.

There were three layouts available, including an armchair option.  The master cabin is aft rather than forwards thanks to the centre cockpit.

The mahogany interior and teak decks are beginning to sound a bit ubiquitous in present company!

There’s a palatial engine bay with easy access.

They’re a bit more affordable because of their age, although you’ll have to snap one up because they tick all the right boxes.

A self-tacking headsail system comes as standard. Credit: David Harding

At the performance end of the spectrum, the sleek lines of the Sweden 45 promise a more exhilarating sailing experience than the other Scandinavian cruisers apart from Swan.

Since 2008 Malo and Sweden Yachts have been under the same umbrella company, Sweden Yachts Group.

Sweden Yachts was originally set up to create the 1976 Swedish America’s Cup challenger, Sverige , and the Sweden 45 certainly has some thoroughbred DNA.

With a deep fin, bulb keel and spade rudder, it is 10% lighter than the Malo 46 and the mainsail is 25% bigger.

Below decks there’s the ‘standard’ mahogany interior, master cabin forward and two doubles aft.

There’s less workspace in the galley than the Malo 46 and the fridge is built into one of the lockers above.

This is more user-friendly in port – there’s no rummaging in a bottomless pit for the butter – but you’ll need good hand-eye coordination when opening it at sea.

The cockpit is a great space but might feel exposed in heavy weather .

The huge, elk-hide covered helm means you can sit to leeward watching the tell-tails whilst you sail past your competitors.

Those setting off across the Atlantic may want to make modifications such as adding a spinnaker pole and a removable inner-forestay.

I suspect the powerful, fully battened mainsail will be a handful on long downwind passages, albeit huge fun if you can keep up with the pace.

She’s a bit racy to be a blue-water cruiser, but the build quality is there and she’ll be more than capable of ocean crossings if sailed sympathetically.

The Najad 460 can easily be managed shorthanded. Credit: Najad Yachts of Sweden/SE Yachts

If you crossed all three other boats together, you might end up with the Najad 460.

Like the Rassy, it has a 15 tonne displacement, centre-cockpit, and master aft cabin.

Like the Sweden it has a slightly flatter forefoot with spade rudder, deep fin and bulb keel and a big mainsail.

Like the Malo 46, smaller production runs allowed for interior joinery and construction standards that are a notch above the rest.

And if the standard fit out isn’t sophisticated enough, there’s the Aphrodite version with mahogany coachroof, wooden wheel and interior which looks like you’ve stepped into a classic wooden yacht.

The stand-out feature of the Najad is the aft cabin: there’s lots of natural light, the island bed has a proper headboard at the aft end where you can both sit up and read.

The engine bay is another triumph: it’s practically an extra cabin, giving unrivalled access for servicing.

The saloon has slightly less seating than the Malo 46, but it’s probably a price worth paying for space in other areas.

There are several layout options which offer single and twin bunks which is very useful on ocean crossings where additional crew don’t often come as couples.

Running backstays mean you can set her up as a true cutter rig if you want to, maybe even converting the removable inner forestay into a permanent one.

The spade rudder will be a detraction for some given the prominent role steerage problems play in abandonments.

However, as far as living on board and sailing goes, she is snapping at the heels of her competitors.

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• By Jeremy McGeary
• Updated: March 5, 2008

Malö Yachts is one of several boatbuilders on the Swedish island of Orust, where it’s not hard to imagine on the quay a gathering of gnarled old seafarers sucking on burl pipes and passing judgment on the seaworthiness of the vessels emerging from the sheds.

It’s apparent from the fit out of the Malö 37 that its builder feels the need for it to pass that test.

Those who believe that how a boat looks is a measure of how it will sail, will find the Malö 37 not only reassuring to gaze upon; on stepping aboard, they’ll also take comfort in the ease with which they can move about. It’s not that the Malö 37 is old-fashioned; rather, its designers are simply selective. They’re equipped with the most up-to-date tools, but they don’t rush to incorporate every clever innovation that comes down the pike. For example, Malö doesn’t favor an open transom, although it offers a choice of four transom styles to suit a variety of tastes and expectations. The one we sailed had what Malö calls the Classic configuration, which is essentially a traditional, aft-raked stern.

Malö does, though, include a currently fashionable feature, and that’s the Targa arch supporting the mainsheet traveler. The Malö version is solid fiberglass, set well forward in the cockpit, and raked forward. A spray hood fills the space between the standard solid windshield and the Targa, and the combination protects enough of the cockpit seats to function as a doghouse.

The sail-control lines lead to winches on the cockpit coamings, where the helmsman can reach them without leaving the wheel. On the day we tested the boat off Annapolis, we’d sailed with the bimini-type cockpit enclosure furled against the Targa. After sailing, when we set it up by sliding the struts that support it aft along their tracks on the cockpit coaming, it was clear that it was intended for harbor use; the struts interfered with the handles for the primary winches. According to Malö’s Ulf Mattson, a different bimini arrangement is offered that clears the winch handles.

As we prepared to get under way, Mattson-no doubt confident that the rubrails, molded into the hull and available as standard equipment, would make up for any shortcomings of mine-simply handed me the wheel and told me to get on with it. As it turned out, the boat behaved well and predictably enough that I was able to weave us backward out of tight quarters without incident. We found a maximum speed of 7.7 knots at 3,200 rpm and a comfortable 6.3 knots at 2,200 rpm. When I turned the wheel hard as we motored at cruising speed, the Malö 37 spun around its keel, in its own length.

Although we set out in very light air, the boat sailed well and maneuvered easily, the rod-driven steering was smooth and responsive, and the 130-percent genoa tacked cleanly through the foretriangle every time. As the breeze built, we sailed closehauled at 5 knots in 12 apparent-perhaps the boat would’ve been faster in these conditions with a traditional mainsail rather than the optional in-mast furling main.

Our destination was Galesville, about 15 miles by direct navigable route from Annapolis’ Back Creek, and the southeasterly wind had us beating, albeit gently, until we’d cleared Thomas Point. When we cracked off to a close reach, the GPS showed us doing 6.7 knots in 14 apparent. On both points of sail, once trimmed, the boat maintained a steady course with little assistance from the helmsman.

Malö delivers the 37 with an impressive selection of cherry-picked sailing hardware: Harken jib furling and mainsheet traveler, Seldén spars, Lewmar hatches, Andersen winches, and a Wichard adjuster on the removable inner forestay. Tackles on the genoa cars made adjusting the lead from beating to reaching simple, and doing so brought into focus the practice Malö makes of fastening most of the highly loaded hardware directly to fiberglass, even though elevating those areas proud of the standard-issue 12-millimeter-thick teak decking complicates both the mold and the layup process.

The Malö 37 we sailed had a unique anchoring arrangement: The windlass is inside the foredeck chain locker, and the anchor rode and shank, when not in use, are pulled into a hawse pipe on the bow. While this is a tidy solution, I saw no provision for securing the anchor other than with the windlass, and I wondered about water literally pumping into the space in heavy going to windward. I subsequently learned that a second bow roller is standard but hadn’t been set up on our test boat, so a chain snubber could easily be led to a foredeck cleat. Mattson also says that customers report that the flukes of a Bruce anchor minimize water entry and that any water that does get in drains quickly. Mattson assured me that if an owner requests it, Malö can provide a more conventional fitting on the stemhead.

Malö remains faithful to traditional concepts: Mahogany joinery, much of it solid wood, under a white, batten-trimmed overhead sets the tone for a warm, club-style ambience that the button-tufted upholstery picks up. The layout is simple and functional: head tucked aft, nav desk to starboard, galley to port, U-shaped dining area opposite a straight settee, a full-sized cabin at either end of the boat, and everywhere fiddles around work surfaces. What’s not immediately obvious is that every part of the interior, with the exception of the main structural bulkhead, was brought in through the companionway opening. The hull and deck are molded separately, the main bulkhead is glassed in, then the two are joined and glassed together before any of the components-secondary bulkheads included-are installed. The result is a watertight monocoque whole-and the assurance that eventual replacement of the engine and other installations that won’t outlast the hull can be effected without resource to a Sawzall.

Smaller boatbuilders such as Malö can be less driven by the quantity of boats they must produce; instead, they can concentrate on including features that add value both to the boat and to the experience of owning it. Malö Yachts addresses this niche precisely, and the Malö 37 is a classic expression of the philosophy.

Jeremy McGeary is a Cruising World contributing editor.

• More: 2001 - 2010 , 31 - 40 ft , Bluewater Cruising , Coastal Cruising , malo , monohull , Sailboat Reviews , Sailboats
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• Malö Yachts AB, Kungsviken 722, SE-473 99 Henån, Sweden

Malo Yachts shipyard was founded in 1939 and was already recognized as a Builder of very high quality wooden yachts. Their construction company has paid nearly 60 years of its history - to the production of fiberglass vessels Malo began only in 1969. Today, after a number of transitions from hand to hand Builder included in the conglomerate of boat companies, consisting of Yachts Erixon Techno Yachts and Farr Cruising Yachts - all the companies court built to the highest standards, taking pride in their "authentic Scandinavian quality". Reason to believe so a company has some of its workers have more than 40 years of experience in the enterprise.

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MALÖ YACHTS

Malö yachts 47.

THE MALÖ 47 – A LONG DISTANCE CRUISER.

The Malö 47 remains true to Malö Yachts’ heritage and brings a host of new design features.

The Malö 47 will take you around the world in complete comfort and safety, due to the high-quality components and materials we have selected and our renowned build quality. Every aspect is solid and robust – made to withstand the challenges of long-distance sailing. Every detail has been considered, down to the stanchions, pulpit and pushpit, which are stronger and higher. We have also incorporated just the right number of grab rails in just the right places, to move around safely both on deck and below.

The Malö 47 is incredibly stable and safe, sharing the same sea-keeping qualities as the other models in the Malö range. The fact that the deck and hull are joined and laminated together before we start to work on the interior, makes Malö quite unique among boat builders – this gives unsurpassed strength and an incredibly solid hull to give you complete confidence even in the heaviest of seas. As an improvement to our current design, the Targa arch is angled slightly aft, giving extra volume under the spray hood, offering more protection from the elements and the option to create an enclosed space for the watchkeeper when conditions are unpleasant.

… a safe, comfortable and exclusive long-distance cruiser, with many new features and improved sailing qualities coming together to create the ultimate Malö – the 47 Classic.

DECK & INTERIOR LAYOUT

The interior layout of the M47 is both practical and spacious. The standard layout provides three double berths along with a comfortable dining area, sofa, generous galley, navigation table and two shower rooms. At Malö we pride ourselves on being adaptable to our customer’s bespoke requirements, any layout can be altered to suit the customer.

The deck has been kept as clear as possible without compromising any sailing or safety components.

Specifications

Layout and Technical

MALO 34 similar search results:

ENDURANCE 38

WINNER 11.20

HALLBERG RASSY 34

The malo 34 shown below has been sold:.

Sales information

• De Valk Hindeloopen The Netherlands
• +31 514 52 40 00
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Broker's comments.

Excellent cruiser from the famous Malö Yard. Pedigree in design, finishing, and build quality, puts them in the top class of yacht building. This Malö 34 model has every option you could wish for. All cruising qualities are represented, easy handling with bow thruster, Andersen electric winches and most of the equipment is almost new. Now ready to be admired and inspected 7 days a week in our salesharbour in Hindeloopen

General - MALO 34

Accommodation.

DEGERO 31 DS

JEANNEAU SUN ODYSSEY 36I

NORTH WIND 40

JEANNEAU SUN FAST 3200

DUFOUR 335 GRAND LARGE

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Malö Yachts 37

The malö 37 – more of everything..

The Malö 37 is a large 37-footer. Built to give more performance under sail, more comfort on board, she has more potential to be customised to suit your particular preferences. A partial rig and a full 69 m2 of sail (main + Genoa) combined with a long waterline and a broad, load-bearing stern make the Malö 37 an easily handled boat that’s full of life.

A spirited yet stable long-distance yacht.

SPECIFICATIONS

INTERIOR & DECK LAYOUT

The Malö 37 offers plenty of space for a boat of it’s size. The standard layout provides two double berths along with a comfortable dining area, sofa, l-shaped galley, navigation table and shower room. At Malö we pride ourselves on being adaptable to our customer’s bespoke requirements, any layout can be altered to suit the customer.

We have kept the deck as clean as possible without compromising any sailing or safety components.

PERFORMANCE & STABILTIY

TESTIMONIALS

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• Sailboat Guide

Malo 34 is a 34 ′ 9 ″ / 10.6 m monohull sailboat designed by Bo Olsson and built by Malö Yachts between 1990 and 1996.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

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Weeping, weak and soaked, dozens of Rohingya refugees rescued after night on hull of capsized boat

MEULABOH, Indonesia — An Indonesian search and rescue ship on Thursday located a capsized wooden boat that had been carrying dozens of Rohingya Muslim refugees, and began pulling survivors who had been standing on its hull to safety.

An AP photographer aboard the rescue ship said 10 people had been taken aboard local fishing boats and another 59 were being saved by the Indonesian craft.

Men, women and children, weak and soaked from the night’s rain, wept as the rescue operation got underway and people were taken aboard a rubber dinghy to the rescue boat.

There were contradictory reports about whether anyone had died in the accident, with survivors saying many who had been aboard when the boat departed from Bangladesh were still unaccounted for, but authorities insisted everyone had been rescued.

“We have examined all 69 Rohingya that we rescued and from our examination, there was no information from them about any deaths,” Fathur, a rescue officer who gave only one name, told reporters. “We managed to evacuate all 69 people and no one stated that anyone had died.”

With the addition of six Rohingya who were rescued by private fishing boats that were at the scene well before authorities launched the official rescue mission, a total of 75 people from the boat were saved.

But Samira, a 17-year-old who was among the refugees from the Kutupalong camp in Bangladesh who had been traveling to Malaysia, said there had been 146 people on board, raising the prospect that 71 could still be missing at sea.

She said the boat began foundering three days ago and then capsized on Wednesday, adding that her nephew was among those unaccounted for.

“All of us are very sad,” she said. “We are very hungry and weak.”

When fishing vessels reached the scene on Wednesday, desperate refugees clamored aboard one of the boats, overloading it and causing it to also capsize. It was not immediately clear what happened to the crew on board.

After being informed about the refugees in need of help by the fishermen Wednesday morning, an official search and rescue team set off from Banda Aceh city on Wednesday evening. They didn’t reach the area of the accident until early in the morning and could not initially locate the capsized boat.

When they came upon it midday Thursday, they found the refugees on its hull, desperate for help.

They rescued 42 men, 18 women and nine children and took some to a temporary shelter in the Aceh Besar district and others to a local hospital for treatment.

Amiruddin, a tribal fishing community leader in Aceh Barat district, said those rescued indicated that the boat was sailing east when it started leaking and then strong currents pushed it toward the west of Aceh.

About 740,000 Rohingya fled earlier to Bangladesh to escape a brutal counterinsurgency campaign by security forces in their homeland of Myanmar.

Thousands have been trying to flee overcrowded camps in Bangladesh to neighboring countries, with Indonesia seeing a spike in refugee numbers since November which prompted it to call on the international community for help. Rohingya arriving in Aceh face some hostility from some fellow Muslims.

Indonesia, like Thailand and Malaysia, is not a signatory to the United Nations’ 1951 Refugee Convention outlining their legal protections, and so is not obligated to accept them. However, they have so far provided temporary shelter to refugees in distress.

Last year, nearly 4,500 Rohingya — two-thirds of them women and children — fled their homeland of Myanmar and the refugee camps in neighboring Bangladesh by boat, the United Nations refugee agency reported. Of those, 569 died or went missing while crossing the Bay of Bengal and Andaman Sea, the highest death toll since 2014.

Returning safely to Myanmar is virtually impossible because the military that attacked them overthrew Myanmar’s democratically elected government in 2021 . No country has offered them any large-scale resettlement opportunities.

Tarigan reported from Jakarta. AP journalist David Rising contributed to this story from Bangkok.