The hull length is 20 m, 5 m wide, including the rub rails. In addition to making passage, the boat can still fit into European harbors and sail the French canals to or from the Mediterranean.

The alloy weight estimate is 8.2 tonnes, compared to 5 tonnes for the LRC58. The displacement will be 22-25 tonnes.

The water tanks (2) hold 2600 liters (680 gals), and the fuel tanks (4) hold 6950 liters (1830 gals).

Sailing at 9.8 knots, the projected range is 4000 nm. Slow down to 8 knots, and her range extends to 6000 nm with a 5% reserve. Slow down to 3 knots, switch to electric drive — and with sufficient sunshine — her range extends to unlimited.

The LRC65 structure is strong without being over-engineered. She is stiffened with 10 mm / 6 mm transverse T-frames, full-length girders, and stringers.

The hull bottom panel is 8 mm thick, the topsides are 6 mm, and the deck is 5 mm. The keel bar is 20 mm thick. Most of the hull below the waterline comprises integrated fuel and water tankage or watertight compartments making for a double bottom.

A streamlined keel provides directional stability and good protection for the propeller and rudder.

A propeller tunnel enables a shallow propeller shaft angle of 6 degrees and keeps the overall draft to 1.15 m, even with a large propeller diameter of 830 mm.

The layout shows a master cabin and master bathroom. In the front, a small lounge is positioned, and a twin single-bunk sleeping cabin. This area can be reconfigured as a crew cabin with an ensuite head.

The guest cabin downstairs has more than generous standing headroom at the entrance. The guest cabin either comprises twins or a double bed, as shown.

Under the galley is a spacious basement with a battery compartment, room for air conditioning units, an extra fridge/freezer, and extra storage possibilities.

The workshop/tech space has room for a washer/dryer. Access to the workshop/tech space is from the cockpit, with generous standing headroom. There is also internal access to the engine room through the day head shower in case of the twin-engine setup.

Standard house 3-cabin single engine
Standard house 2-cabin twin engine

The twin-engine version will get a ZF45-1 gearbox with a ratio of 3.471, giving a propellor diameter of 700 mm. The cruise speed is 10 knots.
The single-engine option will have a 110 kW engine. This version will have an 830 mm propeller and cruise at 10 knots.

A get-home solution, either a small diesel engine or an electric motor, will be added. The small diesel engine could be fitted with a big alternator and function as a DC generator when not needed for backup propulsion. This way, the engine gets used regularly and can be trusted to be fully functional when needed in an emergency.

The electric get-home option will be a complete system, including a generator and batteries, which would also function as the house bank.
It is possible to install hybrid propulsion (electric motor(s) plus generator plus batteries plus solar).

The anchor has been mounted off to the side so as not to increase the maximum length to 20 m. A strong and smooth hawsepipe is added to the very bow for the snubber. If installed, the forepeak design has good access to the windlass, chain locker, and bow thruster.

No radar mast is shown but will be positioned with thought given to the solar panel layout. The solar panels are the standard size, 169 x 105 cm, so it should be affordable to fit 16 panels for a yield of 6,8 kWh. Using walk-on panels, the foredeck can accommodate another 1 kWh of solar for a total of 7,8 kWh.

A gyro stabilizer has been positioned in the basement under an access panel in the wheelhouse sole for easy installation/servicing removal. Of course, active fin or DMS MagnusMaster rotor stabilization would fit as well, positioned in line with the washing machine.

A single-engine installation could be done with only a single access door into the engine room from the workshop on the starboard side. This would allow the cockpit port side seat to be made wider, maybe even an L or a U shape, with a fixed table.

There is room for a workbench or an outside kitchen bench with barbecue and sink added instead, under which would be the headroom for the engine room.

The arch tender lift will be far easier to use than the previous versions. Only a couple of manual block and tackle systems are needed, no electrics. Simple!