We’re Kevin and Sarah, a British couple who recently retired and now live aboard our MaxCruise 48SC, Ditto, full time. Kevin (55) is a retired engineer and Sarah (52) is a retired podiatrist.

We took delivery of Ditto in Pattaya, Thailand, in June 2025. At that stage we were still transitioning into retirement, spending about a month aboard followed by a couple of months back at work. During that time we cruised around Malaysia and up to Phuket, getting to know both the boat and the lifestyle.

Three months ago we finally retired completely and became full-time liveaboards. We’re currently in Langkawi, Malaysia. Our plan is to head back to Phuket later this year and then, in 2027, cross the Indian Ocean on our way to South Africa.

It was really a combination of factors rather than one single reason.

Buying a boat and retiring onto it had been a ten-year plan for us, during that time we spent most of our holidays chartering different monohulls and catamarans to work out what suited us and what didn’t. We realised that a catamaran was the right choice for the comfort and space needed for full-time live-aboard life.

We also had some fairly specific requirements. We wanted a raised helm position for visibility, shaft drives for simplicity and ease of maintenance, and mini keels rather than daggerboards so the boat could dry out on her own keels if needed. Those requirements alone ruled out a large number of boats on the market. We also wanted a boat that sailed efficiently at pace, even though neither of us would describe ourselves as performance sailors although Sarah did race in the past!

Cost was always a major consideration, and we never really expected that a new-build catamaran would be within our budget. That changed when we visited the Annapolis Boat Show in 2023. We went there to see as many catamarans as possible in one place, and while we were there Terry showed us the design for the Max 48, which at that stage only existed on paper. As he talked us through the concept and layout, we realised it ticked virtually every box on our wish list. It offered the features we wanted, the performance we were looking for, and a price point that for the first time made a new boat a realistic option for us.

Ditto was launched in June 2025. We actually signed the build contract with Max Cruise at the Annapolis Boat Show in 2023 which, obviously goes against all advice about buying a boat at a boat show! The build itself started in May 2024.

One of the things we appreciated most throughout the process was the level of communication. We had regular contact with Terry and the team, sometimes weekly and sometimes monthly depending on what stage the build was at. We were consulted on pretty much everything, and whenever decisions needed to be made, the team would provide options to us and then produce CAD drawings so we could properly visualise the result before committing.

We also visited the factory in Vietnam twice during the build, spending three days there on each trip. That gave us the opportunity to see the boat taking shape and, just as importantly, to see and feel the materials, veneers and finishes in person rather than choosing from photographs/drawings.

The payment schedule was linked to specific build milestones, so payments were made as the boat progressed through construction. In our case the build actually ran ahead of schedule, which made for a very positive experience overall.

Well, for me (Kevin) the best thing is probably that Max Cruise managed to match and make the hull Manchester City blue!

But seriously, the standout feature is the boat’s liveability. As full-time liveaboards, the combination of space, comfort and practicality works incredibly well for us.

What has really been a game changer, though, is the amount of power available onboard and our ability to recharge it effectively. Having that level of energy independence means we’re far less reliant on marinas and shore power, which gives us much more freedom when cruising. For us, that self-sufficiency has made a huge difference to everyday life aboard, we are appreciating the AC to sleep well at night and the water making capability for self-reliance again.

As hull number two, we’ve actually been able to watch the design evolve, and there are a couple of things we’d happily add.

The main one is additional storage in the owner’s hull. On later boats Max Cruise introduced extra storage units along the outboard side of the hull, and we were definitely a bit jealous when we saw them! Fortunately, Terry has already had a unit built for us, which will be fitted in the coming months.

The other change would be in the cockpit. If we were ordering again, we’d choose a height-adjustable table that can be raised and lowered to convert the seating area into a large lounging space. We often project movies onto the sunshades in the cockpit, so having the ability to turn that area into a comfortable daybed for movie nights would be a great addition.

Other than those relatively minor tweaks, we’re very happy with the boat as she is.

Yes, that was certainly our experience.

As we’ve mentioned, we spent around ten years looking for the right boat and comparing a huge number of catamarans. Based on our own research, I would challenge anyone to find a new catamaran with the same combination of features, performance and build quality at a similar price point.

For us, it wasn’t just about the specification on paper. The level of involvement we had throughout the build process gave us a great deal of confidence that we were getting exactly the boat we wanted. Being able to work closely with the builder, see the boat taking shape and have input into so many decisions added a lot of value that isn’t always reflected in a price comparison.

I also think Max Cruise is still somewhat under the radar compared to some of the more established brands. Wherever we’ve been, whether in marinas or at anchor, Ditto attracts a lot of attention. We’re regularly asked about the boat and receive plenty of compliments, which suggests people recognise there’s something a little different about her.

I think we’re probably a good test case for this because we definitely don’t travel light! We carry a lot of toys onboard, including diving and kitesurfing equipment (golf clubs!), and I’m a big believer in self-sufficiency, so we also carry plenty of spare parts. In fact, our onboard workshop is fully stocked, and we probably have spares for our spares.

The boat’s lightship weight is around 10,600kg, and with full fuel (860 litres), full water (540 litres), and all our cruising gear onboard, I estimate we’re somewhere around 12,500 – 13,000kg.

Even at that weight, the boat still performs very well. One of the things we’ve been most impressed with is how well she moves in lighter winds, so while we’re always conscious of the weight we’re carrying, it hasn’t become a limiting factor for us. Of course, you could strip weight out and gain some extra performance, but for the type of cruising we do, we’re very happy with the balance between performance, comfort and self-sufficiency.

If there is one option I would describe as a genuine “must have”, it’s the hybrid power package, including the battery bank and solar generation. For us, it has completely changed life onboard. The ability to generate and store enough power to live comfortably without constantly thinking about shore power or running a generator has been a real game changer.

Beyond that, I think most options come down to how you intend to use the boat. We chose fresh water heads, a watermaker, engine remote control, air conditioning and a workshop, and all of those have worked very well for our style of cruising. The engine remote control is particularly useful and always seems to attract attention in anchorages!

With the air conditioning, we only fitted units in the two aft cabins. Max Cruise also installed diverter vents that allow us to direct the cooled air into the saloon during the day if needed. In reality, the large forward hatches provide excellent ventilation, so we rarely use the system outside of sleeping or particularly hot, rainy days.

As for the forward cockpit versus closed saloon debate, I don’t think there’s a right or wrong answer. For us, the closed saloon suited our cruising plans better. We liked the separation between inside and outside spaces, and it also allowed us to carry additional fuel and water capacity, which is valuable for longer-distance cruising.

My advice would be to think carefully about how you actually plan to use the boat rather than simply ticking option boxes. A boat that is perfect for weekend sailing may not be the same boat you’d want for full-time liveaboard cruising.

Our sail inventory is fairly comprehensive. We carry a 76m² mainsail, a 52m² genoa, a 28m² self tacking staysail, a 90m² Code 55 screecher and a 150m² asymmetric spinnaker.

If I had to pick favourites, it would obviously be our Union Jack spinnaker but as we rarely use it the Code 55 would be at the top of the list. The mainsail is obviously the workhorse, but the Code 55 really transforms the boat in lighter conditions. One of the things that has impressed us most about the Max 48SC is how well she moves in light airs, and the Code 55 on the electric furler plays a big part in that. It allows us to keep sailing efficiently when many cruising boats would be reaching for the engines.

We originally were just specifying dacron for mainsail and genoa, but Terry advised us that this boat deserves black laminate sails, this was a decision we are very happy with and was good advice, we love them and they are very hard wearing.

As for priorities, I would definitely recommend the Code 55. For the type of cruising we do, it gets used far more often than the asymmetric spinnaker and delivers a very noticeable improvement in performance across a wide range of conditions. The staysail is also a valuable sail to have, particularly as the wind builds on the nose.

If someone was working through the options list, my order would probably be Code 55, staysail and then the asymmetric. We enjoy having the asymmetric onboard, but if I could only choose one optional sail, the Code 55 would be the clear winner.

We haven’t crossed an ocean yet, so we’re probably not the best people to talk about long-term passage averages. Our longest trip so far has been a three-night passage during a trip from Pattaya to Singapore.

Our best 24-hour run to date has been 165 nautical miles, which we were very pleased with. However, apart from a handful of overnight passages, most of our sailing has been coastal cruising and day sailing around Thailand and Malaysia, so we haven’t really had the opportunity to see what sort of daily mileage we might consistently achieve on a longer ocean passage.

On passage we generally average around 7–8 knots, although it depends very much on the wind angle. The boat really comes alive on a beam reach and will happily sail significantly faster, whereas a lot of our sailing around Malaysia has involved working to windward, which naturally brings the averages down a bit.

Under power, we typically cruise at around 6.5 knots at 1,800 rpm, which is a comfortable and efficient speed for us.

Our fastest logged speed so far is 19.4 knots. To many sailors that might sound exciting, but for us it was more terrifying than exhilarating! We’re fairly conservative sailors and much more interested in comfortable, efficient passage making than chasing speed records, although it’s nice to know the boat has that performance available when conditions allow.

In light winds the boat performs well.

She is a relatively light catamaran, and this, combined with an extensive light-wind sail set up, allows her to keep moving in very low wind speeds. In these conditions we can comfortably sail at or slightly above true wind speed with the code set.

Overall, she stays responsive and maintains way in conditions where heavier production cats would struggle.

We have mini keels and they work well for our use case on tighter wind angles.

We can sail upwind at around 42° apparent, with a comfortable working angle of about 45°. If we want to squeeze higher, we’ll sometimes use the leeward hybrid motor for assistance on low amps, which brings us down to roughly 35–38° apparent in good conditions.

We’ve chartered a number of production cruising cats, and this boat performs noticeably better upwind in our experience, largely due to the weight difference.

Compared to daggerboards, we don’t have hands-on experience, so we’ve never considered them for our setup. The mini keels are simple, low-maintenance, and require no management underway, which suits how we operate.

Yes, we’ve found the boat very easy to balance under sail. We don’t experience any significant weather helm or lee helm, and the helm remains light and predictable across a wide range of conditions.

Like any boat, good sail trim makes a difference, but once the sails are set correctly the boat feels very well mannered and doesn’t require constant attention at the helm. We’re also set up with barber haulers, which gives us additional control over headsail shape and sheeting angles, helping us optimise sail trim and keep the boat nicely balanced in different wind conditions.

Yes, virtually everything can be controlled from the raised helm position, which is one of the features we really like about the boat.

For normal sailing, all the sheets, halyards, reefing lines and furling controls are led back to the helm. When reefing, we do still go forward to the mast to secure the luff/tack. The system could be configured to be managed entirely from the helm, but we prefer securing the tack at the mast as it also allows us to rig a downhaul, which we find useful when reefing downwind.

Our Code 55 is fitted with an electric furler, so deploying and furling it is done from the helm using either a switch or remote control. The staysail is on a manual furler, so that does require going forward when furling or deploying it. Our asymmetric is flown from a snuffer sock, which again means going forward for hoists and recoveries.

In practice, though, the vast majority of sail handling is done from the helm, making the boat very manageable for a cruising couple.

Yes, she is easy to sail short-handed.

We operate her as a sailing couple without issues. For reefing, we generally go to the mast, which is our preferred method. We are now well practised at reefing quickly and efficiently when conditions change.

The self-tacking staysail provides a wide usable wind range and remains effective up to 30+ knots in stronger conditions.

For the mainsail, we typically reef early, going to reef one around 15 knots while assessing conditions, then reef further as required. Overall, sail handling is straightforward once you are set up and familiar with the systems.

We circumnavigated mainland Malaysia in pretty heavy conditions bashing into it, and we were very happy with how she performed, slamming is minimal due to the high bridge deck clearance 0.9m. We have not had any worries about the seaworthiness of the boat in our 4000 logged miles so far.

With the raised helm you are protected and you can helm on auto pilot from the saloon navigation table if needed.

She is very manageable to dock, and we really haven’t had any dramas with her. A huge part of our success comes down to a few specific strategies and tools we use every time.

First, we always dock exclusively on the electric motors. The instant torque they provide gives you immediate responsiveness, which is exactly what you want when manoeuvring in tight spaces. Second, communication is key for us, we use “marriage saver” headsets, which completely removes the stress and shouting from the process.

The layout of the boat also helps, the raised helm provides a great all-around view, but because it’s a wide catamaran (8m), you still have blind spots. To manage that, either one of us will always position ourselves on the opposite hull, acting as a spotter and calling out precise distances over the headsets. Between the instant electric power, the clear sightlines, and constant communication, dealing with her windage and sliding into a slip is a very controlled, (mainly) stress-free experience.

We absolutely prefer being at anchor over staying in marinas any day, and we spend the vast majority of our time on the hook. The boat is completely set up to be self-sufficient, and we love living that way. When on anchor we have a tailored sun awning that we set up over the foredeck, pop the inflatable chairs and bean bags out and we are home!

For our ground tackle, we went with a 33kg Rocna, and it holds like a beast. We have total, 100% confidence in it. Our standard routine once the bridle is set is to back down on it using full reverse electric power to ensure it’s locked in. We carry 90 meters of 10mm chain plus an additional 40 meters of rode. It’s a rock-solid setup that lets us sleep soundly at night.

The electrical system has honestly been one of the biggest surprises for us and has significantly changed the way we cruise.

We have a 30kWh LiFePO4 battery bank and around 4kW of solar spread across three banks of panels covering the cockpit roof and aft solar array. The boat is fitted with the hybrid propulsion system, which allows each electric motor to generate up to 5kW while motoring, giving a potential 10kW of charging when running both engines.

When sailing, the electric motors can also regenerate through the turning propellers. We have Hydralign feathering props and typically see around 10–15 amps at 48V when sailing at about 8 knots, with regeneration increasing significantly as boat speed rises.

We don’t carry a generator onboard, which says a lot about how capable the system is. With just Sarah and me aboard, we can generally remain power autonomous for around 3–4 days before needing to run the engines to top up the batteries, and that’s with the air conditioning running overnight in eco mode. With guests onboard that period reduces somewhat, as we’re making more water, running additional air conditioning and generally using more power.

As for the electrics and plumbing in general, we’ve been very happy with both. The systems are well thought out and easy to live with, and the overall setup gives us a level of self-sufficiency that we simply wouldn’t want to be without now.

Yes, we have the Beta Marine 43 hp hybrid engines paired with 10kW electric motors in a parallel setup. In the real world, we rarely need to run both diesels. Instead, we love to run a single diesel engine at around 1,800 RPM, which gives us an average cruising speed of 6.5 knots. While that single engine is pushing us along, it’s also generating 100 amps at 48V. We then use that power to run the second hull’s electric motor at 100 amps or less. This hybrid strategy allows us to achieve either neutral power consumption or even negative consumption while maintaining cruising efficiency.

When it comes to leaving an anchorage or manoeuvring inside a tight marina, we exclusively switch over to twin electric power. The instant torque from the electric motors gives us incredible responsiveness and total control. Plus, there is absolutely nothing cooler than dropping the hook or sliding out of a quiet anchorage completely silently all while standing on deck steering the boat with our remote control!

The hybrid setup completely changes how you cruise, it’s a night-and-day difference compared to how we used to live on charter boats. We literally do not worry about power or water anymore, which is incredible.

As for the system itself, it is highly intelligent. When switching between diesel and electric, everything happens seamlessly behind the scenes. The programming has built-in safety guardrails making it virtually impossible to damage; for example, the system won’t let the electric motor engage for propulsion if the diesel engine is already running, and it automatically ramps down power generation as the batteries approach a full charge.

When it comes to pros and cons, having that shaft drive is huge for us because it offers robust reliability and keeps maintenance simple compared to sail drives. On the downside, we can’t give you an exact range under pure electric power because we rarely choose to motorsail or cruise for extended periods on just the electric motors, but the maths is easy a 30 kwh battery bank and two 10 kw motors.

Hydrogeneration is another feature where the benefit really depends on your style of cruising. It will be an absolute game-changer on ocean crossings where you’re constantly moving and generating power. However, for coastal sailing, it is honestly irrelevant in reality. We actually lock off the prop shaft when we’re coastal sailing because a spinning shaft isn’t silent, and we prefer the quiet.

In terms of how often the diesels kick in, it’s entirely up to our needs rather than the system forcing them on. As for reliability, we are completely happy. The hybrid systems have been absolutely flawless, and we have no concerns whatsoever. Beta Marine and Hybrid Marine UK = Great British Engineering 🙂

Yes, she is very easy to maintain so far.

We have two Beta 43hp engines fitted, each paired with 10kW hybrid motors. I’ve been servicing the engines myself, and the engine bays give good, direct access to all key components, which makes routine maintenance straightforward.

The electric hybrid motors are virtually maintenance-free, with only a drive belt requiring periodic replacement.

Standing and running rigging are both accessible and straightforward to inspect and maintain.

For the hull, we are currently applying Coppercoat antifoul to reduce the need for regular haul-outs. The boat can also be dried out on her keels, which allows access for inspections and any underwater maintenance when needed. We also have a dive compressor installed on the boat, so I either dive on the boat to scrape the hull or run a 15m hose from a dive bottle.

Our layout features three berths with queen-size beds across an owner’s hull and a guest hull. In the guest hull, visitors share a shower and a separate head. In place of what would typically be a second guest head, we chose to build a dedicated workshop to store all of our tools and spare parts, which has been incredibly useful.

Up top in the saloon and galley, the space is exceptionally secure and well-designed for heavy weather. Unlike many modern catamarans, our galley is safely enclosed for when we are at sea, and there are plenty of sturdy handholds throughout the entire saloon area.

For appliances, we decided completely against gas, making this an all-electric boat, even our external BBQ is electric. We skipped installing a traditional oven to save valuable cabinet space for extra storage. Instead, we do most of our cooking using a three-burner induction cooktop and a versatile Ninja Foodi multicooker, which works for us.

The interior finish is good and more modern and functional than overtly decorative, and she absolutely does not creak, this is a stiff boat. One of the main things that originally attracted us to Max Cruise was their construction method: they glass, tape, and tie all of the interior fittings directly into the hulls. Instead of dropping in cabinets and furniture as separate, floating units, everything is built right into the structure of the boat and finished with beautiful wood veneers.

This structural integration makes the entire boat incredibly rigid and quiet at sea. For the galley, we chose a gelcoat finish instead of wood veneer, which makes it easy to wipe down and keep clean.

There is absolutely plenty of storage space more than enough for a cruising couple, all of our gear, and our water toys. In fact, we currently have several empty lockers completely open and ready to be stocked up with provisions for our upcoming Indian Ocean crossing, which tells you just how much room there is left to fill.

Outside, the storage is just as impressive. In the cockpit, we have a dedicated hanging locker specifically for wet weather gear, lifejackets, and safety equipment, keeping the damp stuff out of the main living area. On top of that, the lockers built into the sugar scoops and the cockpit itself are absolutely cavernous. You definitely won’t run out of places to put things on this boat.

Yes, Terry spent quite a bit of time working with us on the davit system, and it is incredibly solid. That heavy-duty build enables us to store the SUPs on it and gives us rock solid, secure tie-down points to ratchet the tender when we’re at sea. The davits integrate perfectly with the sheet winches, making raising and lowering the dinghy manually a pretty easy task. We’ve also recently added a floodlight to the davits for handling the tender safely at night.

As for the dive compressor, it’s a Bauer Junior that Max sourced in Vietnam and installed for us at the factory. It’s a 240V unit driven straight off the transformer, and the layout is incredibly clean, there’s dedicated storage right next to it for two dive bottles. It’s a neat, compact setup that works good for us.

We use an EVA foam deck covering, on the decks and cockpit. It is comfortable and soft underfoot and it stays cool enough so you don’t burn your bare feet. Safety-wise, the grip is excellent whether wet or dry. It’s also super low-maintenance compared to traditional teak, so just a quick soap and water wash down keeps it looking brand new and modern.

We carry an Offshore Cruising Tenders OC350, which is a fantastic, lightweight, solid tender. We paired it with a Suzuki 20hp outboard, though with hindsight, that’s probably a bit of overkill, we think a Yamaha 15hp would have been the perfect sweet spot.

The real beauty of the OC350 is that it’s a true adventure dinghy. It features excellent built-in storage for all of our gear and carries both of us alongside our heavy diving kit very comfortably. We get on the plane very easy with 4 people and gear onboard. We’ve even fitted it with a mini chartplotter, which has been incredibly useful for our spear-fishing and diving expeditions.

When we’re at anchor, nothing beats having the sunshade up, the beanbags out on the trampoline, and a cocktail in hand while we just take in our new surroundings. It is the absolute perfect spot to unwind.

That said, the saloon navigation desk is a very close second. It’s an incredibly well-designed space that works perfectly for us when we need to plan our trips.

We specifically focused the boat’s design and systems, like the air conditioning, around our needs as a cruising couple. However, we have had family and friends stay with us, and she is still very comfortable for hosting.

The large saloon and the cockpit provide plenty of spacious, open areas for everyone to socialise together without feeling cramped. Down below, guests get their own double cabin which gives them great privacy. Even though the forward berth isn’t fitted with AC, our guests actually love it because opening up the forward hatch lets in a fantastic breeze that keeps the entire space nice and cool.

Being hull number two, we actually asked Terry to change the standard design of the boat to feature an enclosed saloon rather than a forward cockpit. Terry saw this massive modification through for us, which even required getting a brand new CE rating for the vessel.

We are extremely pleased with how it turned out. The resulting nav desk area is absolutely stunning, and it allows us to easily helm the boat using the autopilot while we’re under power. It has turned out incredibly well and really suits our cruising style.

We are currently having the bottom copper coated to avoid the need for frequent future haul outs. Because the boat has a very stable 8-meter beam, which is fantastic for design and comfort, it can naturally limit our choices for haul-out locations, so this will be a massive help.

On deck, we had a custom sunshade made for the foredeck, which is absolutely fantastic and does an incredible job of cooling the entire boat down in the tropics. Down at the nav desk, we fitted the Adrena Octopus navigation system, which we absolutely love for routing. For communications, our Starlink and Peplink setup has been working flawlessly for data.

Sarah is also incredibly handy with her Sailrite sewing machine, so we’ve been able to make a lot of customised additions ourselves, including custom blinds, insect screens, and cushions.

Other than that, we haven’t done much else, aside from eagerly awaiting a new storage unit for the owner’s hull that the Max Cruise team is sending to us soon. Oh, and we almost forgot: we also added underwater lights, just to be “those guys” in the anchorage!

For us, this is where Max Cruise Marine truly excels. We took delivery of the boat and had an incredibly comprehensive handover. Immediately afterward, a team from Max went right to work, attacking the boat to correct every single point we noted during the walkthrough.

Because we were transitioning into retirement, we spent a month on the boat and then two months off it, repeating this over three separate trips. After each and every trip, Terry would meet us in person, ask about any issues we had encountered, and resolve them while we were away. I challenge any boat builder in the industry to compete with that level of service to a customer.

If I ever have a question or a query about the boat, I can just message Terry and he gets back to me instantly with a fix or a suggestion. The after-sales service has been quite outstanding.

Yes, this is actually another area where Max Cruise Marine really stood out for us when looking for a boat to buy.

Unlike catamarans that have had notorious issues with escape hatches located right at the waterline, ours are raised well above the waterline forward in the bows. This gives us good peace of mind.

On top of that, the boat is designed with sealed crash bulkheads everywhere. Other than the engine rooms and the AC compartment bays, this boat actually has no traditional bilges running through the hulls. Instead, all through-hulls are routed directly to a single, centralised bilge. This means the entire bow sections and the hull bottoms are completely sealed crash bulkheads, giving us maximum survivability if we were ever to hit something at sea.

The life raft is housed in its own dedicated storage compartment right in the cockpit. It is incredibly secure from the elements but remains right at hand and very easy to deploy in an emergency.

What we love most about this boat is how perfectly it fits our lifestyle as a cruising couple. For us, having a raised helm, dependable shaft drives, and the ability to safely dry the boat out on her own keels completely narrowed down the playing field. If those are on your must-have list like they were ours, very few builders can compete.

This boat is also light. Even though we tend to be pretty conservative sailors, she sits on a high-performing hull that will absolutely fly if you let her, giving us great speed without feeling twitchy.

Max Cruise definitely feels like it’s flying under the radar compared to other builders. But every fellow cruiser we invite on board is genuinely amazed by the clever design and how well she moves.

When you look at how structurally solid she is built, the pricing is incredibly hard to match. Obviously we’re a bit biased because we love our boat, but the Max team has really put together something special here. If you get the chance, go see one for yourself!

A daughter always jokes that we’re constantly searching for that perfect anchorage and will never actually find it, so we’ve officially accepted the challenge.

So far in this area, Koh Rok might just be our favorite. Because it’s a marine park, the sea life is absolutely wonderful and the water is incredibly clear, which makes for some amazing diving. Long-term, our goal is to make it back to Greece since it’s our absolute favorite sailing area from our old chartering days. However, we’ve decided to try and circumnavigate via South Africa and South America before heading that way, choosing to tackle those bigger ocean crossings while we’re still “youngish.”

As for the cooking, we can definitely whip up some mean dishes, Sarah bakes a lot so there is always the smell of something delicious in the galley.