I never heard about it before but after seeing that mini, that seems to be a great design, I had a better look at their work.
G yachts is basically Nicolas Goldenberg. He is almost a kid in what regards the age of most NA (29 year's old) but has already some very nice designs. It seems that the bigger ones were made by him but while working to a major Italian NA firm. He does not name it. I guess that he is still being commissioned by them
Nicolas was born in Argentina in 1983, linked to sailing from a young age he decided to pursuit his dream of becoming a naval architect. After his graduation from Southampton Institute (UK) he continued his development as a naval architect in a very prestigious Italian yacht design office.
I really like his boats that go from Minis to Class 40 to more classical cruiser racers. Very nice boats. This guy is good One more a on a long tradition of Argentinian Na.
One of my last posts if not the last of this season and I want it to be special and what can be more special that the most innovative architect ever : Nathanaël Herreshoff
I hope the guys from voile and voilers don’t mind that I post here some of their images, after all I am sending you guys to their pages and their very good articles, one about Herreshof, other about the first cat designs and boy, they are not only innovative but beautiful.
First Herreshof: Look at this baby, Dilemna, 11,58m, 1891, Fin keel and a bulb with a ruder well on the stern.
And even more incredible, his cat, a modern cat if we discount the rig: John Gilpin, 9.75m, 1877.
of course, they kick out this one from racing. Forbidden boat. Too fast and too modern
Please guys, post at will. I am posting this already from Italy. Don't have the time to make decent posts but I will be looking at this thread when I can. Just will not be the main poster anymore...for a while. That's your turn
The KuKa is a kind of super class 40, an open 40 with foils and canting keel. It has a big beam and is light, very light, with not a big ballast ratio but with a huge draft to compensate:
Length 12.80 mt
beam 4.60 mt
Draft 3.50 mt
Displ (light) 3'200 kg
Upwind SA 116 mq
Downwind SA 218 mq
They say about the boat:
The project began with a simple set of parameters:
• Capable of Rolex Middle Sea Race and Rolex Fastnet Race, together with other ocean courses of comparable length.
• Monohull sloop around LOA 12.9 m, but final size dependent on build facility limits.
• No regard for rating whatsoever.
• As light as possible, period.
The initial discussions centered on weight and what “no rules” really means. The IMOCA 60’s were often used as a reference. It was decided that achieving Design Category A for the purposes of CE/ISO certification and ISAF OSR Category 1 was appropriate. This would make the boat a proper ocean racer, just a level below the deep trans-ocean racing of the IMOCA’s. A transatlantic race will likely still be attainable for this boat, with some upgrades.
Options to achieve the lowest possible weight initially touched on the simplicity of the design:
• Canting vs. fixed deep draft keel
• Fixed mast vs. rotating wing mast
The power to weight of the canting keel proved unbeatable with technology today, for the regattas in question. The efficiency of the rotating wing mast, enhanced by a boat that would sail more like a catamaran than like a fixed keel mono, was too attractive to be ignored. …
To get the lowest possible weight of the primary hull and deck laminates and unprecedented approach was taken. We decided to build the port and starboard sides, the central hull, and the deckhouse and cockpit each in the largest diameter autoclave available to us. This gives access to huge pressures during cure and allows one to choose prepreg’s with far higher fibre to resin ratios than is normally possible. This is exactly the kind of construction techniques ruled out in the America’s Cup, the VOR, and even IMOCA yachts, except for the masts and appendages. Because we were working at a reasonable scale, the costs were not explosive. The weight savings were unattainable any other way. It goes without saying that bowsprit, foils, and mast would also be produced in this same hi-tech fashion.
To capitalize still further on the lightest techniques possible, core material from aramid honeycomb was chosen. It is truly super core, with properties that allow the designers to reduce weight still further. Aramid cores, though hard to master, have higher stiffness and strength than conventional foam cores, but at about ½ the weight per square meter.
.. The primary focus was how hard the boat could be driven. Deck immersion in waves was considered to be a crucial factor. If it was possible to reduce deck immersion and heeled drag at the same time, all the better. In the end, this study showed the value of rocker, as much as it did volume distribution forward of the mast.
.. As it stands, if Kuka were an IMOCA 60, it would be 15% lighter than the nearest competitor. There is nothing like it on the race course. It is wide for its length, 4.6 m wide for 12.7 m LOA. It is has a considerable sprit and an upwind sailplan almost exactly the same as a Class 40, at a fraction of the lightship weight. Kuka has been a unique project, the best challenge we have been presented with to date, and likely for the foreseeable future.
Doug Schickler – ST Yacht
The boa tis going to make the Fastnet and I really want to see what he can make against the ker 40.
I am at Sant'Andrea Marina fitting out my boat and there are some interesting boats that makes this place their home: Among them some big Swans and the Silver Chiller, an interesting all carbon Corsair 37, a famous boat and winner of many races:
Cammas and his team are no longer the rookies of this race, but the probable winners. And with this victory Cammas joins the legendary French sailors and has deserved a place side by side with Tabarly.
What impresses me most, beside the very different sailing categories and type of boats in which he excels is that he is so young to have won so much.
When he skippers a crew, on the Volvo, or in the Jules Verne Trophy, he is always one of the younger guys. That is not natural, the captain is normally among the older and more experienced.
Believe it or not, he opted for sailing as a career leaving behind is other passion, music: He is also a classical piano player.
As it was expected is a one class boat designed by Farr.
I don’t like the idea of a one class racer for the main sailing ocean crew event (by the same reasons it would be very poor if F1 was raced with identical cars). The reasons presented regarding costs are not convincing (the boat only costs about 30% of the total costs) and the choice of Farr as the designer is odd. Farr boats have been beaten on this and on the last race by JK boats.
Listen to the questions. There are some interesting ones like: if a boat has a design problem, all boats will have the same problem and there is no way to test sail these boat before the race in what regards the conditions and length of the race. Another interesting one is “how was made the choice of the designer for the boat?” I guess the guy could be more specific and ask why they choose a designer whose boats have not managed to win a single VOR in the last years instead of the one that has won all last VOR races?