Following two superyacht launches in 2010, Sunreef Yachts continues moving forward in the field of large yacht design. In early 2011, the shipyard received an order for an 82 feet Double Decker, and the company is now delighted to announce a new sale of a similarly sized 80 feet LOA yet dramatically different concept based on light displacement, performance and speed.

Commissioned by a European owner, the Sunreef 80 will be made of an advanced composite sandwich combining vinylester, PVC foam and carbon/glass fibre, with a carbon mast and boom, standing rigging by Kevlar and total sail area of 340 m2, weighing just 45T lightship and 60T fully loaded. The sleek and sporty exterior line was designed carefully to reduce windage and water resistance.

The yacht is designed to comfortably accommodate 9 guests and 4 crew. For the very first time on a Sunreef single deck catamaran, the owner suite will be located on the main deck. As is the case for all Sunreef catamarans, the cockpit and flybridge will feature dining areas, sunbathing pads and extended storage.

The mould is currently under construction, and the yacht is due to be launched in March 2013. The Sunreef 80 will begin the new composite superyacht series intended for owners who wish to enjoy fast sailing adventures without giving up on comfort and fully customized interiors.

We say:

Difficult to get much from the design at this stage, but it’s a crisp unsurprising yacht, a step away from Sunreefs more bold designs. Similar layouts and lines can be found from a few designers and example of this genre of cat is already sailing. At a distance in a harbour will the non cat nerd really know if this is a Sunreef or, say, a Yapluka etc etc.

Also hard to guess whether this is a new mould or adapted from a previous build. New moulding could cost 1-2 million so this would have to become a production model.

All in all this looks a great distance cruising yacht.  Looking forward to performance curves and seeing the boat actually leave the dock somewhere between the 45T lightship and 60T cruising weight. Let’s hope the owner doesn’t get too carried away with toys and add-ons.

Sunreef are doing an amazing job here, they have taken the catamaran industry by the scruff of the neck and given it a good shake. Well done!  We have one minor complaint.  Bodies like the MCA, RYA and many others in the yachting industry have defined a Superyacht as 100ft+  yet according to Sunreef every cat in their fleet seems to be a Superyacht. Without a doubt they are super yachts, but not all Superyachts.

The office of Marc Lombard has put all of their 25 years of experience with cruising and racing catamarans into this new 85’ JFA Long Island 85 Catamaran. By her size and her freeboard, she is designed to sail far and in the greatest comfort, though probably without exceptional speed. The hulls and the bottom of the nacelle will be made of aluminum while the deck and superstructures will be made of composite. The desired goal is to build a multi-hull with its weight adapted to its navigation program.

This 85ft JFA Long Island Catamaran proposes an innovative interior for her size: one owner’s cabin with a panoramic view forward in the nacelle and direct access to the trampoline. The interior saloon offers a 360° view and is equipped with an inside helm station, living area and bar. In the starboard hull there is one guest cabin, a large office and the owner’s bathroom. In the port hull there is a second guest cabin, the galley and 2 crew cabins.

As shown here in the 3D illustrations of the JFA Long Island 85 Catamaran by Marc Lombard, the outside areas are vast. The technical installations are concentrated in the engine room. The luxury yacht will be equipped with a large tender (15’8”). A choice of layout options will be available for the Long Island 85’.

The first Long Island 85 megayacht, for an American owner, will have two crew cabins in the port-side hull, accompanied by one guest stateroom. A second guest stateroom will be in the starboard-side hull, along with an office and the owner’s bath. The rest of the owner’s suite, with wood soles, will lie on the main deck, with a welcome feature: access to alfresco space forward. There, as the illustration below shows, a dining space, sunning space, and the ubiquitous trampoline await.

Our thoughts:

We notice that Marc has moved away from the trademark extended nacelle seen on all Privilege cats he has designed in the past. There is, however, just enough to bolt down a baby stay to give the rig and yacht the stiffness we have always appreciated on various Privilege cats in rough seas over the years.

We’re happy to see very small areas of window exposed to the sun to keep generator consumption via the Air Con down. Shame about the lack of provision (at this stage anyway) for solar panels or vertical access wind generators. We’ve made this point over and over again, but when you have a shiny high sided yacht designed to world cruise there are many fuel docks you just don’t want to tie up to! Get the longest distance between fill ups possible.

With a US owner who will no doubt spend a lot of time in the caribbean, it’s nice to see the dining area on the port side. How many times have we ‘cooked’ eating lunch sitting at anchor in an easterly trade wind

We can only guess the boat is intended to have in boom furling as the boom is quite high to keep it really perpendicular with the boom. Poor crew have a long way to fall when it goes wrong in a big sea. And if history repeats itself, it will.

Length over all: 26.25 m –
Length water line: 25.07 m –
Beam : 11.93 m –
Draft: 2.5 m –
Sail area: 360 m ²-
Displacement max: 70 T –
Propulsion: 2x 380 Hp

We are working with the Extreme Group to develop a two level Catamaran product to access reefs around the world.

Global Cats 

A fleet of world class catamarans on a voyage of oceanic exploration.  These mega flotels roam the globe searching for endless summers and open horizons. Custom designed to accommodate guests in spacious and luxurious surroundings, her clean decks hide the truth behind the amenities on board.  Each yacht carries a vast inventory of toys and equipment to suit the truly global nature of adventure A private chef creates five star masterpieces in the galley.  Full office and communication facilities allow work if absolutely necessary but can be followed by a dive, swim, workout in the gym and a relaxing Spa experience.

Reef Cats

Together with your best mates, your own Flotel is filled with kick ass toys, loaded with goodies and cleared for the coolest locations you can’t normally get to.  A hand picked crew who know the right spots and are inspirational to be with will guide you to the secret breaks, dive spots, flat water anchorages and party hang outs.  Once you arrive, all food and drinks are taken care of.  You don’t even need your flip flops.  The yachts are loaded with Ex drinks and if you forget something they even carry a range of Ex Raw State goodies to keep you going.

At 12.30 GMT the gun on the Spanish naval ship fired  for the start of the catamarans and open divisions.  First catamaran across the line was Catana 47 Rafale (FRA), followed by Lagoon 620 Foxy Lady (GBR) then Privelège 745 Cattitude (GBR).  With 30 catamarans and one trimaran, this is a record-breaking year for multihull entries in the ARC; making it the largest-ever ocean crossing by catamarans.

Over the years we have seen more and more cats (or whole boats as we like to call them) out sailing. While this is absolute proof of their growing popularity we are acutely aware of the general decline in performance of many of these Catamarans while many of the monohulls are getting sleeker and faster every year.  Our perception is that these cats will fly across the pond in record time, however the reality (demonstrated in previous years) is that they have disappointing downwind performance and will be easily passed by the monos.

But why?  Well, we all want more; more headroom, more deck-space, more equipment.  Sadly this all comes at a price -the boats become heavy transom draggers with rigs compromised by higher decks.  We have been addressing this on a couple of boats lately, from fitting superlight Sterling engine generators and carbon tenders, creating central stores and re-balancing entire yachts. Performance up, fuel consumption down.

We’ll be keeping a keen eye on the standings.

‘In 2010 Sunreef Yachts has launched a new range of performing fast cruisers ranging from 70 to 170 feet. The shipyard is now introducing a new addition to this range – a sophisticated design for an ultra-modern, high-performance sailing catamaran, the Sunreef 75 Ultimate. It is the proud successor to the Sunreef 80 Ultimate, which has provided the basis for further upgrades and improvements resulting in the creation of the 75 footer. Renowned for its innovative projects, Sunreef explores the worlds of sport, powerful emotions and adventure.

The Sunreef 75 Ultimate carbon fibre yacht has thin and sleek marine hulls with a reversed bow and integrated stepped hull chins, essential for the yacht’s high performance. The superstructure will be shorter and more minimalist than on conventional leisure catamarans, which will add to the boat’s lightweight and streamlined look. The flybridge is beautifully integrated in the superstructure and will be large enough to feature the main helm station and relaxation area. Both hulls will be covered with uncut teak and the forward section of the superstructure will be covered with glass panels, making the vessel luminous and providing the guests with breathtaking views.

The hulls and back section of the superstructure will be left pure white and thus create a trendy modern balance with black and white colours. An additional option for the hull are solar panels, providing the yacht with natural solar energy that can be connected to the water heating system. Two vertical retractable wind generators will also be installed on each hull. The mast will be moved back to the centre of the boat helping to achieve the optimal balance, thus creating the ultimate navigation comfort. The sail plan is calculated to reach top speeds of 20+ knots. Internal space will depend on the Client’s preferences, following Sunreef’s custom finish philosophy.’

We say:

The Ultimate line demonstrates the development in design offered by Sunreef over the years. While always stylish looking and well priced at first we have come across a number of issues especially with older boats -aluminium construction on boats under 100 foot will always be questionable. Also layouts caused a lack of crew willing to work on more recent boats even though many go into charter.  Problems too with running costs and limited performance have been well highlighted.  The move demonstrated by the 75 perhaps really shows a commitment to building (or at least drawing) a boat with performance as well as style, but also one that offers some green credentials. Pop up wind generators (or probably drop-in vertical axis units when we get down to it), diesel electric propulsion and solar panels are top of the wish list. Interestingly the green department have missed the specification of ‘uncut teak’ covering both hulls. I’d probably also question yards of black glass and deck hatches that will really pull on the air con systems once in the middle latitudes.

All being said, what a great concept. We applaud this bold line of catamarans and hope Sunreef soon find the buyers they deserve.

After a number of years in construction (undertaken at two shipyards), the VPLP designed 44m catamaran Hemisphere left Falmouth on the 4th of August.

She is currently attending the Monaco boat show, then spending some time in the Med before heading across the pond to the Caribbean where the skipper has promised me she’ll make an appearance in Little Harbour, Peter Island.  Just like old times!

This is the most innovative design packed with creatively practical features that blend speed and stability with both space and style. A draft of only 3m (9.8ft) ensures ease of manoeuvrability and access to ports and lagoons inaccessible to monohulls of comparable size. Decks and rig are remarkably uncluttered as visible deck hardware has been minimised and the 53m (174ft) high mast soars free of spreaders with all lines run internally. Tenders are also ingeniously stowed out of sight and the port transom houses a full watersports and dive locker served by a large hydraulic swim platform.

Destined for the luxury charter market in tropical climates, Hemisphere boasts a spacious flybridge with jacuzzi, sunpads and shaded dining along with a vast indoor/outdoor

living area on the main deck. Exceptional interior volume offers a high degree of luxury without a trace of glitz and designer Michael Leach has created a relaxed elegance which is the epitome of contemporary chic. Accommodation for 12 guests is arranged in 5 comfortable ensuite cabins and the yacht will operate with a professional crew of 8.

We are saddened to hear of the dismasting of Allures, the 30m custom built carbon catamaran and even sadder to hear of the resulting death of a crew member. our thoughts go out to the family.

She was transiting the Gulf Saint Florent in Corsica in 45 knots of wind and 4 meter seas when this happened according to reports on French TV.

According to the designers website:

The Blubay 100’ “ALLURES”, is a full carbon sail catamaran of outstanding class and extremely fast, designed by the talented design office of Jean-Jacques Coste. “ALLURES” was nominated for the “WORLD SUPERYACHT AWARD 2007″ for the best sailing yacht from 30m to 44m.

She is one of the fastest sailing yachts on the water and offers the highest level of comfort, safety and handling. The yacht shows the exceptional styling which has made the reputation of Jean-Jacques Coste and his team. The modern and elegant lines are perfectly integrated within the luxurious interior volumes.

She is a high class yacht, elegant and refined, made for fast cruising with friends and family whilst at the same time ideal for chartering. Sporty but simple to sail, she represents the ideal means of living in communion with the sea while fully enjoying luxury and comfort of an exceptional vessel.

“ALLURES” is a three deck sloop rigged catamaran built in prepreg carbon fibber. She represents the vision of the ideas and concepts developed by Jean-Jacques Coste since 25 years. She offers the level of comfort of a motor yacht with the speed and sensations of a racing sail yacht.

“ALLURES” with its 30.6 meters in length, 13.3 meters in beam and a mast height of 37 meters and weighting less than 55 tons, is an outstanding yacht. She certainly is the most elegant, coherent and homogeneous sailing catamaran ever built.

Performance under power is outstanding with more than 16 knots at top speed. Under sail, she proved to be, like racing boats, faster than the wind with a speed of 13 knots reached with only 8 knots of true wind. She can offer extended cruising at speeds over 20 knots and is able to reach 30 knots whilst remaining in total security and in absolute comfort.

Comparing her to a standard mono hull of her size, she sets new standards of sea capabilities and living area. She is the perfect platform to enjoy a new way of sea-living.

The following insight was given by of one our engineers in Palma.  After losing a seacock during an extended stay in a Superyacht Marina apparently dripping in stray current, the owner of  a large catamaran preparing for a RTW cruise was determined to put the best fittings in place and to understand why the yard specified the boat (like many) to remain un-bonded.

The symptoms? The yachts’ engineer on a routine operational check found a perfectly good looking sea-cock actually crumbled when operated. Divers were called and disaster averted. The zinc that strengthens the metal had all been drawn out by stray power leaving the unit with the rigidity of chocolate.

Groco valves were chosen as the best product available for an acceptable outlay. Groco offer fittings with an enlarged base to add protection and rigidity in case of impact.  These were bolted into tapped holes on a stainless steel plate bonded to the inside of the hull.

Our engineers opinion:

GROCO VALVE BONDING: ”The seacock base has a bonding screw. Use at least 14 gauge marine grade stranded copper wire to connect the seacock to the vessel bonding system. Bonding may be made with other non-motorised equipment such as strainers.”WARNING : Do not bond motorised equipment such as airconditioner pumps in series with the seacock. Motorised equipment  must have a seperate connection to the vessels A/C or D/C grounding bus, in accordance with ABYC-11,FIG.18″. These instructions from Groco dont leave much room for interpretation, ”if you do not agree with the manufacturers installation instructions, dont do the installation”.

We are all aware of the different views on cathodic protection, however they are all based on theories which if they were perfectly understood, would all be in agreement with each other. The reality is, that the mechanisms which actually create a cathodic or anodic cell have not been scientifically explained yet. What all these theories seem to lack is common sense. From a purely practical point of view, we have a huge database with which to work. Apart from peroxide damage to wooden hulls, the very worst damage I have ever seen from a bonding system (with anodes seperate to the electrical earth) was some paint saponification in the anode area on a steel hull. This can only damage paint, not the steel hull or fittings, and in this case the hull was way over-protected. On the other side of  the issue, if an unbonded 12 volt seawater pump developes an earth leak, the powerfull current will discharge to earth through the seawater in the hose. This is NOT theory, it is a fact, because seawater is electrically conductive. You need to choose whether you would prefer the current to exit the boat via the seacock or the anode. It is possible to determine EXACTLY AND SCIENTIFICALLY  how long the seacock (or anode) will last if we know the material, mass, voltage and amperage of the stray current- THIS MAY ONLY BE WEEKS, OR DAYS.

Whenever we  do welding on board any type of vessel, we attach the positive earth of the welding plant to a cable with an anode which we lower into the water, to dissapate any stray current. During the welding, it is amazing to watch this anode fizz, boil and bubble, with occasional big chunks flying off! (You wont read about this in any books, as I developed this earthing independantly to any current literature Ive ever read) Despite this,  all sorts of UNBONDED EQUIPMENT, in particular GPS antennas and engine control units such as D-DECKS, will almost certainly be fried, if they are not disconnected from the vessel.

If one balances the relative risks, then its a no-brainer really. Bonding the shaft and prop (but not the engine) and all the thru-hulls means that everything metalic below the waterline is protected. In the event that  something weird happened, I guess that you could allways disconect the wire at the anode stud. On a professionly installed system, the corrosion meter, or earth leakage device would alert you to this problem. Please note that it is NOT possible to have a corrosion meter installed on unbonded  thru-hulls.

I hope that this helps to clarify the issues, and explain why I am not bothered by the” voodoo” aspect, which I firmly believe stems from way too much theoretical pondering, and not enough hands on experience from installing  cathodic protection systems, and then seeing what the results are over a period of decades.

And what about props?

Maxprops are made out of the identical bronze as Groco valves. There is an anode on every single prop that is supplied, and it it absolute necessity to change it every year. Failure to do so would invalidate any warranty, and more importantly, would actually lead to corrosion. I find it quite amazing that experienced sailors who would NEVER, EVER , dream of relaunching their yacht without the Bruntons or maxprop anode, or indeed the shaft anode, (which you can see on EVERY SINGLE SAILBOAT where it is humanly possible to fit one) object strongly to giving their seacocks the same protection, on the basis of some bullshit THEORY they read somewhere! I am convinced that the propshafts on (catamaran X, 5 years old) were not subjected to pitting corrosion, despite the total lack of reoxygenated water in the sterntube, due to regular shaft anode changes. It has been shown that pitting corrosion does not occur where cathodic protection is present- how this works has not yet been explained scientifically; and I really couldnt care less!!!

The styling created by Coste Design shows timeless elegance and innovation like the “facet style” shape of the windscreen and a huge helipad. The Blue Coast 165’ shows four decks (two in each hull) and living area with lots of different locations for giving privacy to the guests, easy circulation for the crew and huge storage for toys and tenders.

Composite building allows a light and very resistant structure which is fitted with the best equipments to mega yacht standards. The yacht is studied to be eco friendly with diesel electric propulsion and the high ratio sail plan shows simplicity and efficiency.

The TAG 60 was designed as the one of the most complete concepts yet seen on a sailing vessel this size. One of the TAG 60s primary features has been to develop a vessel that can offer the “feel and exhilaration” of a performance racing vessel, yet be able to be handled easily and safely in all situations and conditions. Performance cruising is an over used word these days. Just about every new vessel offers this statement as fact. Yet what does it really mean?

From the TAG 60 point of view, we wanted to offer a vessel that gave the helmsman great feedback and pure exhilaration at all times. A real sailor’s vessel.

The TAG 60 should be performing equally well in light airs, as well as heavy airs and indeed all points of sailing. Upwind it should track fast, point high and tack through 90 deg. Downwind it should be able to create good apparent wind and sail at low angles, accelerate in gusts and reward good set up and sailing. Sailing in flat water is one thing, sailing offshore in waves was another big consideration when considering a catamarans performance.

Here are some of the TAG 60s performance features:

-The TAG 60 has a very high bridge deck clearance of over 1.3m. This gives it a 4WD capability to glide over the worst seas and chop. Not only is this a performance attribute (by not being slowed by waves hitting the vessel) it also increase the crews comfort and most importantly “confidence” which in turn allows the crew to sail into stronger winds/waves and push the vessel harder than is normally the case with a conventional design.

-In conjunction with the high bridge deck clearance is the higher than normal freeboard. Although not immediately obvious as the TAG 60 is a very sleek vessel, the fact remains that not only did we design it with high freeboard – the wave piercing bow design features narrow waterlines and minimal forward deck area – yet it has significant (vertical) reserve buoyancy within this performance shape.

-The forward beam is a very unique design that curves upwards to produce not just a nice aesthetic, but is also designed to clear the water should the vessel sail into waves, meaning the vessel does not trip, but sails through any wave without slowing down. Again – this is a great offshore sailing feature and allows the crew to sail with confidence, even in the most severe conditions.

-Having high aspect centreboards and rudders provides the TAG 60 with a high lift/low drag solution, however the real key to pointing high and footing fast is the ability to power the vessel up and have a flexible, yet very powerful rig and sail combinations. The TAG 60 features a ORMA 60 inspired rotating carbon wing mast. The ability to rotate the mast and create a powerful mainsail shape that really comes into its own once you crack sheets even slightly. The TAG 60 features a very large light air headsail that is very long on the foot length and overlaps the mast so in winds of under 10 knots this sail powers the vessel up to hull speed very quickly and most importantly it presses the leeward bow hard creating lateral resistance and pointing ability. Once pressed the vessel is always hunting to point higher and its this sort of characteristic that you need in light airs. To balance this large headsail, is a very heavily roached and powerful mainsail that when sheeted hard and in combination with the light air headsail, will have the TAG 60 pointing high and footing fast. It’s this kind of sailing ability that makes the TAG 60 very exciting and rewarding to sail and very unlike most other sailing catamarans.

-Having a powerful rig and sail combination is just one aspect of the TAG 60s performance envelope. Looking deeper into the vessel, the TAG 60 is constructed 100% from carbon than is cooked under pressure, resulting in not only a very strong and light structure, but a vessel that is inherently very stiff and powerful. Unlike most cats this size – the TAG 60 can fly a hull and most importantly – handle these max righting moment (RM) loads with ease. That does not mean you need to fly a hull to go fast, but what it points towards is the fact that if you have a very stiff structure (that does not bend or break), It means you can apply very high loads into the structure with confidence and utilize the full power of the rig to 100% of the vessels capability. This really pushes the TAG 60 into another realm of ability that few cats reach.

From  the St Francis-Capetown delivery crew:

Here are some of my some initial thoughts and impressions of the TAG60

Helm position – This is the first large Catamaran that I have sailed where you truly feel connected and part of the boat. The position gives you a perfect view of looking forward to see the oncoming sea so that you can stay in the “groove” and react to an changes. One can see straight down the outer hull and you can sail the big cat like you would a beach cat. This allows for a smoother and more responsive ride.

View of the sails – The helm position also gives you a great vantage point to view the sails. Trimming is precise with the hydraulic system.

Rudder response – The feel of the solid link steering system is direct and gives good feedback. Once again you feel as if you are part of the boat. You can truly sail the boat on feel. The instruments are there but this design allows you to feel the performance and when you are in the groove you can really experience the sailing performance.

Handling various sea states – Even when sailing into short choppy seas, the motion is comfortable with no slamming or pounding. The boat is very stiff and there is no flex in the structure. This makes the motion very comfortable as the response to the sea state is very direct.  Tacking – Tacking is smooth and the boat passes through the eye of the wind easily. Even if you don’t have max speed there is little chance of stalling. The boat is really maneuverable.

Reefing and rigging sails – With the leisure furl in-boom furling mainsail it’s really simple to hoist and reef the sail. The sail is hoisted on a hydraulic winch and the in-boom furling system is also hydraulically operated so at the touch of a button you effortlessly hoist and lower the sails.

Hydraulic operations – It takes some getting used to but having the convenience of push button control allows you to manage, trim and sail the TAG60 with ease. The helmsman can make adjustments without asking anyone to help or having to relieve the helm. Physically it is obviously less demanding and this means you will constantly trim the boat as needed.

Electric propulsion – The regeneration creates 1-2 knots of boat speed loss but charging from 5-20 Amps per motor = 750 – 3000W. This is over and above what the system is using whilst sailing. You can generate more power than you can use. As you top up the batteries and maintain full charge and power usage at the time, you can then feather the props to minimize drag. At max speeds you’ll generate as much power as possible and then back off when u top off the batteries and feather the props via the variable pitch prop system and minimize drag. This way you can cross an ocean without using fuel. What a beautiful thing!!!

Cruising range = Up to you!!!! Comfort – What more do you want/need. Cruising at high speeds reaching your destination in minimal time and all the creature comforts of home – Filter coffee, movies, music, all the electronic mod cons. As well as the more mundane comforts of dishwashers, washing machines, central vacuum system, dryer, sauna (custom option), ice maker and digital control over all electrical systems.

Hi Greg,  We sailed around to CT recently as you no doubt know. I heard your explanation of the bow design as far as piercing the waves goes, as opposed to hitting them, then stopping, and then hobby horsing over the top. Having done substantial time on various yachts I have always been impressed by this boats ability to absorb any choppy, unorganised, uncomfortable seas and it has stood out particularly so far, however, en route to CT, I was called for some reason just before 3 am, after which the wind started picking up more and more. It was a great opportunity to “ease” further and further into bigger & bigger seas and wind, broad reach with mostly following unorganised sea. After literally falling down a wave clocking 18.7, I took over from the auto pilot which had became quite busy at the time and was actually coping rather well but was at it’s limit, I also thought I could surf better than it.

The wave we fell off was your typical bury the bows type, but there was not even an inkling. We were doing the longest surfs ever, and very regularly, in fact we were surfing most of the time, having “a little more” sail up than necessary, this was easy. The sea became “worse” and we saw 19.6 at one stage. The bows would be completely out of the water and then straight into the next wave. It handled it beautifully. Not once did it even feel like we were pushing it, but it ate everything in front of it.

Not much water on the deck, the odd wave that hit the side created a reasonable river but otherwise it was reasonably floodless, considering the conditions. The bows were often deck level in the water as well but there was absolutely no “bow stuck in syrup “ feel to it. We got one entire hull out of the water, which most passengers were unaware I think, when we spun her around to reef in ridiculous conditions.

This only happened because that hulls supporting wave disappeared from beneath it but it was quite unique peering over the edge at the whole side of the yacht with the dagger board putting in some drying time.  The bottom line is that I think the “Bow concept” is a huge success and the boats ability to stay straight through nasty seas is tops. If you saw how it handled the seas coming at us while we reefed as well, normally the lads at the mast would have been a lot wetter with the trampolines contributing to the fishing industry, but it was quite steady. This stands out the most to me.

The rudders are perfect for this boat as you really feel when you start to get over powered or the sails are out of balance, but I’d be inclined to add more leading edge back to them if we want to do more big boy speeds in what some may term ridiculous conditions.

Cheers, John Straub