Dufour 390 Review: First Independent Design After the Acquisition (2026)

What the Dufour 390 actually is

The Dufour 390 Grand Large is a 39-foot production cruiser designed by Umberto Felci of Felci Yacht Design and built by Dufour Yachts in La Rochelle, France. Production ran from 2018 to 2025. The model is now discontinued, with the Dufour 41 as its successor. Dufour does not publish production numbers for the 390, so total units built remain unknown.

The 390 came to market at a significant moment. It was the first independent Dufour design after Fountaine Pajot acquired the yard in 2018, and it earned a European Yacht of the Year 2019 nomination. The hull is solid hand-laid GRP with NPG resin gelcoat and an initial exterior laminate layer engineered to resist osmosis. The deck is PU foam sandwich built using polyester infusion.

Felci's signature detail is immediately visible: pronounced chines running roughly two-thirds of the hull length, adding interior volume and form stability. A fixed moulded bowsprit provides a tack point for an asymmetric spinnaker or code 0, and keeps the anchor clear of the plumb stem. The rig is a fractional sloop with a deck-stepped Z-Spars alloy mast. A carbon rig is optional.

Layout flexibility

Buyers can specify 2, 3, or 4 cabins, with a choice of galley-up or galley-down configurations. The standard 3-cabin version sleeps six across 6 berths and includes 2–3 heads. For a closer look at how Dufour approaches accommodation design across its range, see our guide to Dufour Yachts: The Interior Design Champion. Sail packages are equally configurable: classic full-batten main or in-mast furling, self-tacking jib or 105% overlapping genoa, with an optional code zero furling spinnaker on all variants.

Sailing performance

The numbers set expectations. A displacement/length ratio of 181–185 places the 390 firmly in the moderate-displacement bracket: light enough to move in gentle breezes, heavy enough to carry stores for a fortnight. The sail-area-to-displacement ratio sits at 17–18.87 depending on calculation method. Respectable, but not aggressive for a 39-footer.

Yachting Monthly testers recorded 7–8 knots upwind and over 9 knots downwind, describing the boat as responsive, fun, and forgiving. Those are strong real-world numbers for a cruiser running a standard 30 hp Volvo Penta diesel and saildrive.

Where it trails off

Past a beam reach in lighter conditions, speed declines noticeably without the asymmetric spinnaker or code 0. The fractional rig with 67 m² of working sail (37 m² main, 30 m² genoa) simply runs out of power in under Force 3 (7–10 kn) unless you add downwind canvas. Budget for a code 0 if you plan to sail in Mediterranean summer lulls or Caribbean trade-wind shadows.

The standard draft is 1.95 m, deep enough to deliver solid pointing ability. A 1.55 m shoal option is available for gunkholing or Bahamas-style cruising, though expect some loss of windward performance. The keel is an L-shaped cast-iron fin. Combined with a ballast of approximately 2,100 kg, the ballast ratio sits at roughly 27%. That is modest for a CE Category A boat and will not inspire confidence on deep-ocean crossings with full stores aboard.

What owners praise

The 390's interior volume consistently earns high marks. Those hull chines translate into a saloon and forward cabin that feel wider than competitors at the same waterline. The 380 L freshwater capacity is generous for a 39-footer and extends time between marina stops. Fuel capacity is 200 L, adequate for the standard 30 hp engine, with a 40 hp or 50 hp Volvo Penta available as an upgrade on later builds.

As one owner on the YBW Forum put it: "The boat is beautifully designed, has a lot of qualities" (anonymous, YBW Forum, 2022).

Cockpit ergonomics are another strong point. Twin helm wheels give the helmsperson clear sightlines forward and leave the centre of the cockpit open for crew movement. The moulded bowsprit is a practical detail that eliminates the ugly anchor-on-gelcoat problem and simplifies flying a code 0. All lines run aft to the cockpit, which means a couple can handle sail in Force 4–5 (11–21 kn) without drama.

Build evolution

Reports from the dufour-club.net community note that post-2021 builds show clear improvement over the first production years (2019–2020), which were troubled by gelcoat defects and fit-and-finish inconsistencies. If you are buying used, a 2021 or later hull may be worth the premium.

Weak points and what they cost

The 390's shortcomings are specific and well-documented. Here is what to look for during a survey and what remediation typically involves.

Finish and quality control (early builds)

The most persistent complaint centres on build quality in the first production years. On the YBW Forum, one modern Dufour owner reported approximately 50 dealer interventions on a new boat, including ongoing mast water ingress that remained unresolved after 4 attempts. The same owner wrote: "Water is flowing through the mast, couldn't fix it after 4 interventions" (anonymous, YBW Forum, 2022). This quote relates to a post-2018 Dufour and is not confirmed as a 390 specifically, but the construction methods are shared across the range.

Community reports indicate early adopters flagged gelcoat defects and osmosis risks, with many issues emerging from day one. If you are looking at a 2018–2020 hull, insist on a moisture meter survey of the hull laminate and pay particular attention to the gelcoat around the waterline.

Saildrive seals

The Volvo Penta saildrive fitted as standard requires periodic seal inspection and replacement. This is not unique to the 390, but it is an ongoing maintenance cost that shaft-drive boats avoid. Budget for a seal service every 5–7 years. Neglect can lead to water intrusion into the engine bay.

Hull-frame bonding

Like other modern Dufours, the 390 uses fibreglass frames bonded into the hull rather than traditional ribs. If the boat has experienced a hard grounding, separation of these bonds is difficult to detect visually. Any post-grounding survey should include tapping tests along the frames and, ideally, ultrasound inspection of the bonded joints.

Interior hardware

Reports from comparable Dufour models note that interior door hinges go sloppy and door catches fail with age, particularly on boats that have seen charter service. Replacement hardware is inexpensive, but the labour to re-seat hinges in a curved bulkhead is not trivial.

Warranty and after-sales

Multiple owners on the YBW Forum reported battles to enforce warranty claims. One Dufour 41 owner, on a closely related model, described the experience as a sequence of problems. If buying new old stock, clarify in writing what warranty coverage remains and whether it transfers to a second owner.

Dufour 390 price: what the market asks

As of August 2026, there are approximately 55–65 Dufour 390 listings globally across all major platforms, with significant overlap between aggregators. Prices range from €115,000 for a 2018 ex-fleet boat in Italy to €269,000 for a 2024 model in Sardinia.

Platform	Listings	Price range (EUR)
Annonces du Bateau	16	€119,500–€252,500
YachtWorld (global)	12	from ~€167,000
boats.com (all 390 variants)	23	platform bucket only
Yachtall.com	≥6	€115,000–€269,000
Rightboat	≥2	not extracted in EUR

What drives the spread

The gap between €115,000 and €269,000 comes down to two factors: charter history and model year. Ex-fleet boats from Mediterranean or BVI charter operators (Dream Yacht Charter operated the 390) cluster in the €115,000–€140,000 range. These typically show 1,500–2,500 engine hours and cosmetic wear consistent with weekly turnovers. Privately owned 2022–2024 boats with lower hours and upgraded electronics sit above €200,000.

Indicative price quartiles, estimated from observed listings and not statistically computed: around €140,000 marks the 25th percentile, with approximately €220,000 at the 75th. A 2021 model listed in Norway was priced at roughly €249,000, which confirms the European used-market ceiling for well-equipped examples.

What to negotiate

Ex-charter boats deserve a rigorous pre-purchase survey. Factor in €3,000–€5,000 for cosmetic restoration (gelcoat touch-ups, cushion replacement, winch service) and use any survey findings to negotiate down from asking price. On privately owned boats, verify whether the code 0 and asymmetric spinnaker are included. These sails can cost €3,000–€6,000 to replace.

Who this boat fits / doesn't

Ideal buyer

• Coastal and Mediterranean cruisers: The 390's volume, 380 L water tanks, and responsive handling make it a strong choice for fortnight-long coastal hops with a crew of 4–6.
• Couples upgrading from a 32–35 footer: The twin-wheel cockpit and all-lines-aft setup keep the boat manageable for two people, while the extra length adds genuine living comfort.
• Budget-conscious buyers willing to accept charter history: Ex-fleet 2018–2020 boats at €115,000–€140,000 represent strong value if you commission a thorough survey.

Not ideal for

• Committed ocean crossers: The ~27% ballast ratio and modest stiffness make the 390 more coastal cruiser than blue-water passagemaker. CE Category A certification means it can go offshore, not that it is optimised for it.
• Buyers who want zero-snag new-boat delivery: The documented finish issues on early builds and warranty friction reports suggest that a thorough PDI (pre-delivery inspection) or buying a surveyed used example may be a better path than new old stock.
• Shoal-water specialists: Even the 1.55 m shoal keel is deeper than many competitors' shoal options. Look at lifting-keel designs if you need under 1.2 m.

Verdict

The Dufour 390 is a well-designed, versatile 39-footer that delivers more interior space and livelier sailing than its price bracket suggests. Buy a 2021-or-later hull if you can, commission a full survey regardless, and budget for a code 0 if you sail in areas with regular light air. Skip it if you want an ocean passage boat or if you are unwilling to accept the risk of fit-and-finish snags on earlier production years.