The philosophy and delivery of the DSS Infiniti 52 was always going to ask a lot of the builders and engineers involved in this dramatic new build. And some of the solutions which they identified are genuinely fascinating

When setting out with the Infiniti 52 to redefine a marketplace that has been dominated for so long by one class, albeit with a very different design brief (windward-leeward in defined wind strengths versus offshore rocket to take on all conditions, all over the world at all angles and strengths of wind, day and night under three rating systems) it is important to not only have design DNA but also the highest level of technical strength, not just in composites, but in systems and fit out.

The consequences of failure in an inshore boat can be expensive, losing a race or even a regatta, but being in sight of land and surrounded by your competitors, umpires, support vessels etc, does allow some mitigation of risk. A thousand miles or more from land, things tend to take on a more urgent complexion should something break, and it is this which is the balancing act all top offshore yachts perform.

Core choices, Nomex or foam is not just a cost and weight/rating decision. Consequences of impact both in damage limitation and spread of further damage is very different for both materials. The ability to make “a fix” either afloat or back on land is again a key part of the decisionmaking process. There have been notable failures, particularly in the Imoca fleet with engineering solutions re-inventing a wheel that has taken some time to become round and reliable. So, risk averse is sometimes a synonym for smart; and giving your clients the best opportunity to finish the race a sine qua non. Structural failure is never fast and rarely a race-winning tactic.

Working with structural engineers Gurit for so many years and defining how a yacht with so much more righting moment than a conventional sibling can survive tough conditions when being pushed relentlessly is key to the reliability we have seen with all yachts to date. The Infiniti 46 Maverick was able to be pushed far beyond “prudent”, seeing speeds of over 30kts several times when reaching in the 2018 Middle Sea Race. One of only 30 finishers she ripped around the final half of the course in less than 24 hours and throughout her racing life has never suffered a single structural issue in spite of being driven as if stolen, again and again.

Gurit’s engineering portfolio is second to none, and having learnt a lot from the DSS powered Infiniti 46 Maverick and Baltic 142 Canova, they were well placed to hit the ground running on the engineering side. Experience plays a strong role when engineering such a boat, where success is a function of balancing the performance benefits of optimisation in some areas versus weight penalties of prudence in others. Getting it right not only leads to good racing results, but a psychological advantage for the crew when pushing hard.

Engineering methodology for the DSS foil and supporting structure that was developed through the earlier projects was invaluable for this one. Output from proprietary design tools used to engineer the foil allowed a feedback loop to Hugh Welbourn that was crucial for performance prediction, meaning that structural specification could be in harmony with hydrodynamic performance.

The longstanding relationships enjoyed between the team members in this endeavour allowed for an effective global collaboration where all parties had an investment in the design and a contribution to make in the development and engineering of the yacht. For example, Gurit played an active part in the layout and specification of the deck hardware and underdeck systems. Having knowledge of the behaviour of the composite structure and how it supports the loaded fittings means the structural engineers are able create more efficient structures if they have a hand in the design.

Reasons for the high level of reliability can be put down to sound naval architecture, with intelligent hull shapes that lend themselves to sound engineering practices. Weird tends to be tough to engineer effectively and whilst it might look exciting, there are numerous examples of how certain shapes and fashions tend to have structural reliability issues, no matter who engineers and builds them.

Above: the skills and dedication of the workforce at Composite Builders in Holland, Michigan are among its greatest assets.
Below: the Infiniti 52 is built for extreme strength and reliability offshore. The philosophy behind both the design and build is that reliability derives from intelligent hull shapes that lend themselves well to sound engineering practices

Sound engineering, based on a body of work and seeing previous examples work “for real” and a relationship built over 20 years gives a level of confidence and teamwork that allows for refinement, detailing and evolution with confidence as the last gram or ounce is sought in the optimisation process.

The same holds true for the DSS foils, built since they were first developed by Isotop, in Marans outside La Rochelle in France. With some 30 years of experience in building highly complex structures, including some of the largest superyacht rudders ever built, and a DSS foil for the 142 Baltic Canova that was within one millimeter of tolerance over its entire length, Isotop has been a constant in a changing world. With zero failures of any DSS foil made, something which in the crash bang wallop of foil development is probably unique, Isotop, working with Gurit and Hugh Welbourn has consistently delivered not just on time and on budget, but a level of excellence which is reflected in the other key components such as the rudder, quadrant and steering gear. How to design, engineer and develop a yacht that has to live up to the marketing is undoubtedly a challenge and striking the balance between risk and reward utterly critical.

Then comes the construction of the composite parts that make up the physical yacht – the hull, deck, bulkheads, stringers and beams. Ensuring that the shipyard is fully engaged in the previous stages is key to having parts that can be built, ideas that can be brought to fruition and a boat that is robust and reliable. Brian McInnes established Composite Builders just for this reason. With his lifelong admiration of the sea and a background spanning more than 35 years of professional racing and building,

Brian landed back in Holland, Michigan after retiring from the America’s Cup in 2013. Through his career, Brian has had the opportunity to work with the very best builders and yachtsman in the industry and has fostered this experience in creating Composite Builders.

The first question always asked is why Holland, Michigan? After coming to Holland in the early ‘90s to run a local racing team, Brian grew to understand the rich boatbuilding history in the area and the incredible resources that West Michigan has to offer. Hard working people with a “can-do” attitude, engineering expertise that is second to none and the essential trades that make operating a state-of-the-art composite shop a reality. Michigan’s central location also means that sourcing products and shipping goods are cost-effective and quick, two key ingredients to running a shop of this nature.

‘We started Composite Builders not to be the best custom boatbuilding factory, but to be the best composite factory, period. As we continue to grow, we have succeeded in aerospace, automotive, energy, sporting goods, and building state of the art boats like the Infiniti 52. When Infiniti Yachts approached Composite Builders about constructing this new take on a 52ft racing yacht, we were intrigued by the concept, styling and performance numbers presented. After the design was put through the ringer by rules and rating experts, the consensus was clear, this boat was going to be a weapon. Just the sort of project we would love to sink our teeth into.

‘We immediately got started with preparing the appropriate female tooling for the hull and deck and getting materials ordered for the construction of the yacht. As with any new boat project, a great deal of time was taken to assure that the engineering, sail design, and mast and rigging teams all had time to get the ducks in a row before we got the nod to start construction. This boat is designed to be flogged at pace in the middle of the ocean, so best to work through any of these issues now’, says McInnes.

The build team at Composite Builders is working meticulously to assure every layer of cloth, de-bulk and cure cycle are done with absolute care, and we are seeing the boat taking shape. The hull is now complete, and the internal structure is being painstakingly fitted and bonded to the inner skin of the hull.

Above: the Infiniti 52 hull gets its first glimpse of daylight. Narrower in the beam than a typical TP52, the hull is optimised for the use of DSS foils; with less form stability required the shape is significantly different. A key benefit of Composite Builders is the availability of top class machining facilities on site

The whole team at Composite Builders is very excited to see the boat hit the water and be able to put her through her paces on Lake Michigan before she heads overseas for her first series of races.

The culmination of all this energy, passion and hard work is a yacht that fully expects to deliver what it promises. Exhilarating performance for a crew that is typically 25-30% fewer people than a conventional 52ft racing yacht. For the Transpac that means seven people on board, for a more rounded course, then nine, and for a humdinger then you might consider 11... compared with 15 under IRC rating. That is an awful lot of lunches, flights and hotel rooms over the lifetime of the yacht!

There is a belief that to perform well under IRC you have to sail a yacht with the complete crew complement and with many designs, that may well be true. However, the Infiniti 46 proved that under IRC, ORC and ORR that was not necessarily the case. Class wins under IRC and ORC and an overall win under ORR in the 2019 SoCal 300 made people sit up and think that maybe, there was another way to step up (or down) in size and not be feeding an army just to go sailing.

The Infiniti 52 is designed to be fun, seriously quick and to tick the boxes the owners have asked for: namely, not having to take an entire rugby team sailing just to find enough stability to sail to the rating.

Foils are another hot topic. How to maintain them, what to do with them, how to service the boat and so on. All of which are part of the design and engineering process; ensuring that as far as possible all parts are “off the shelf” and no captain is left fuming that a part was installed without it being very clear how it is to be uninstalled and serviced.

The fun part, however, is sailing. Sailing with DSS is not complicated, proven by the success of the yachts, campaigned by largely Corinthian crews. Beautifully balanced, with increasing righting moment the faster you go, what’s not to like? Just prior to the aforementioned Rolex Middle Sea Race on the Infiniti 46 the team was approached by a highly experienced Volvo/AC/Imoca sailor, concerned that with the forecast of 30-40kts would they still be starting the race? When it was confirmed that they would be starting, he said ‘but surely not using the DSS foils?’

This massive misconception about use of DSS foils in tough conditions is frankly shocking. The well-documented fact that when the going gets tough in an Imoca the foils get taken in is completely contrary to the experience of sailing with DSS foils. The team pointed out that if they ended up with bare poles, they would still be using the foil! One of the two finished the race and the other ended up in Sicily with structural problems – one of those funny shaped boats…

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Combine Humphreys Yacht Design for outstanding sailing performance and Studio F A Porsche for some quite outrageous good looks and the result... let’s just say it all works rather well

We’ve seen before what happens when mainstream design and automotive styling find their way into production yachts, from Bertone to BMW via Philippe Starck – let’s be honest, the results have been mixed. When Elan announced a partnership with Studio F.A. Porsche for its new GT6 many were excited by the prospect, but some had their reservations. That said, it’s got a Humphreys hull and sailplan, which is always good.

Seeing the GT6 in the flesh, she looks very good indeed. The chines in the hull’s aft quarters are cleverly disguised in a stretched trapeziumshaped groove that contains the tinted hull windows. The foredeck is clear and flush. Aft of the mast the low coachroof rises with black windows and a narrow line of white GRP underneath to lighten them visually. The coachroof sweeps past the companionway with high cockpit coamings to protect and shelter the cockpit. The contrast between the white hull and black bowsprit, mast and windows boosts her rather assertive marina presence.

The design is excellent. The visible control lines that create visual clutter – like adding a roof rack to a car – are gone. The lines from the mast are all led under the deck, not the coachroof, to emerge just forward of each helm station. There are small panels to access the fairleads beneath the deck. The only visible lines are the main and jib sheets and a handful of vertical lines at the base of the mast. It’s an achievement in design and practicality.

Does her performance live up to her styling? In a word, yes. In conditions where most cruisers would be itching for the engine controls and racers would be stepping lightly across the deck, the GT6 was not only able to sail but enjoyable too. The test boat was fitted with a Onesail IFS (Integrated Furling Structure) A-sail. Stored in the forward sail locker abaft the anchor locker, it’s an easy and quick job to attach it to the carbon bowsprit and get it hoisted and drawing. With around eight knots of true wind speed (TWS) we were getting an apparent wind speed (AWS) of 6.3 - 6.5kts at an apparent wind angle (AWA) of 100-110° and boatspeed of just over four knots. Hardening up, we carried the asymmetric sail to 65° AWA getting boatspeed of five knots in eight knots apparent – more than you’d expect in a comfortable cruising yacht.

The stylish wheel pedestals rise out of the cockpit sides with ample space on top for instruments. Forward of each wheel there are two winches: a Harken 50ST (electric on the port-hand side) close to hand for the German mainsheet system, and a 60ST for the jib further forward. These make light work of taming the sails. There is no mainsheet traveller, so twist is controlled via the vang and backstay. The clutches for the ducted deck lines are within reach of the helm but can also be easily operated by the crew. There are rope bins to manage stray lines. Forward in the cockpit, there’s a table on each side and the high coachroof is a good windbreak. The outboard leaf of each table can be raised horizontally, then slid down to make two large sunpads. Between the two tables is a locker deep enough for a liferaft. Under the aft helm seat to port is a bbq, while to starboard is a fridge.

Coming onto the wind, the boom is safe and high over the cockpit. Standing on the seats, you’d have to be over 1.8m (6ft) and jump at the wrong time to hit your head. When the apparent wind reached over nine knots (eight knots TWS) she came alive, began to heel and her speed picked up. At 40° AWA in 5.3kts TWS she was making 4.7kts. When the TWS increased to 6.3kts she accelerated to 5.4kts. We managed to squeeze her up to 30 degrees AWA and she made 4.7 knots in 5.6kts TWS. Given a bit more breeze, say 12-15kts TWS, her performance would shine.

Above: the GT6 carries its maximum beam all the way aft, helping to create this exceptionally spacious cockpit. The deck plan looks clean with control lines ducted beneath the sidedecks and through the coamings.
Below: design motifs in the large cockpit include gull wing-style steering pedestals and there’s also a handy garage for an inflatable tender

Twin rudders and Jefa steering keep the helm light and she was responsive to small adjustments on the wheel. With her sporty looks and good light wind performance, it’s easy to forget the comfortable interior she carries with her.

Down the companionway, she shares some good features with the GT5: light golden oak interior with more solid wood that her price tag reflects, long saloon seating and sturdy saloon table to port, seating with a concealed chart table to starboard. Forward, the galley is low down and amidships for the least motion at sea. Studio F.A. Porsche has brought an extra dimension of finesse to this boat: large saloon windows allow the light to flood in and the polished headlining curves and flows organically – it’s smooth, untextured and clean. The trapezium-shaped hull windows that run the length of the seating on each side are recessed into the thick white hull sides. It’s a neat concept, light entering from any angle is bounced and intensified.

To port, the three-seat sofa hides Elan’s innovative up-and-over chart table. Grab the seat back and lift, the seatback raises and rolls 90° inboard to form the top of the chart table, which can be used facing forward or aft, with chart stowage down the outboard side (formerly the seat base). Outboard of the chart table is a beautiful anodised aluminium SImarine switch panel and battery monitor. The matching SImarine light switches have a blue illuminated ring around the button to help you find them at night.

The galley, down a step, runs across the full beam of the boat. The forward worksurface is 1.76m (5ft 6in) wide. The deck level lockers (all with gas struts) from the saloon continue uninterrupted around the galley, only the entrance into the forward cabin breaks their path. The forward saloon seatbacks create the divide to the galley, on the port side there’s a glasses locker and a drawer fridge/freezer, while on the starboard side a rise-up television can be fitted. On the starboard side of the galley there are twin sinks while to port is a two-burner stove. Forward of this is a pantry locker or a rise-up microwave. Stowage is good.

Forward is a bright owner’s cabin with the same deep (18cm/7in) recessed trapezium-shaped hull windows that are so effective in the saloon. The more you look around the cabin, the more attractive detailing you see. The grain pattern matches from locker to locker at deck level – both sides meeting at a trapezium-shaped enclosed shelf on the forward bulkhead. The headboard, forward, mimics the aperture shape of the enclosed shelf above it. The berth sits on an aft-slanted base; the lower edge is further forward. It’s unusual to see, as it costs more to produce, but the result is a wonderful impression of space. The quality stands out too. The solid oak surround of the berth and outboard shelves creates a fiddle above and a shadow line below. There is an en suite heads with outboard facing toilet and separate shower compartment.

Below: the interior is a successful blend of ergonomic styling and seagoing know-how. 

The main heads compartment is to starboard at the companionway, it has a separate shower with a glass partition, rather than the easily scratched plastic favoured by cheaper brands of yacht.

This boat had the twin aft cabins option. The port aft cabin is standard, its berth is 2.0m (6ft 7in) long and 1.5m (4ft 11in) wide. The berth of the starboard cabin is slightly narrower, but still a good size at 1.3m (4ft 3in) wide. Both cabins share nuances in styling with the rest of the yacht: the flowing GRP moulded headlining, trapezium styling cues (in the windows, their surrounds and the cave lockers), bright and deeply recessed windows and a good standard of finish – better than one would expect at this price point. Lying on the berth, you can see out of the windows – something that many manufacturers fail to grasp.

Conclusion
Much has been made about the connection between the GT6 and Studio F.A. Porsche. While that partnership has resulted in an innovative and modern design, it would be easy to forget that she is above all an Elan and remains true to the brand’s values: easy and rewarding to sail at a very competitive price, especially given the standard of finish. Getting a world-renowned name involved makes a good boat even better.

This is perhaps where the GT6 is most notable. It’s not because of the styling, it’s that the styling has worked so well. It hasn’t lost touch with what the cruising sailor wants or the ethos of Elan. The cockpit layout, the saloon and galley arrangement, the layout of the cabins and the smooth untextured headlining all work very well. The fact it can look clean, stylish and modern yet still be practical is where the GT6 succeeds. This was reflected in her nomination for European Yacht of The Year. Without the Studio F.A. Porsche styling, the GT6 would be a good yacht. With it, let’s just say we’re glad we’re not her competition.

At the time of writing sail trials are available in the UK, Florida, Turkey and Portorož, Slovenia.

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Michael Schmidt has won ocean races, closed big brokerage deals, launched the successful Hanse Yachts brand and now he has created a new range of large yachts as esoteric as they are captivating

Pioneering carbon raceboat builder, international yachtbroker, Admiral’s Cup-winning skipper and helmsman, creator of the Hanse Yachts brand and now founding director of the award-winning YYachts shipyard… Michael Schmidt is one of the sailing world’s great all-rounders with several careers’ worth of experience packed into his five decades at the cutting edge of marine industry innovation. But why on earth did he go back to the hard graft of establishing a new shipyard when he could be enjoying a well-earned and comfortable retirement?

‘Well, a few things came together,’ he says. ‘If like me you have sailed all your life, virtually since birth and then built thousands of sailing yachts, you have a certain wealth of experience. You have an idea of how a yacht should sail, what a good interior should look like and how the technology should work. When I had time a few years ago and was looking for a boat for myself, there was nothing that came close to satisfying me. So I started to have a yacht built according to my ideas. Lorenzo Argento and Sir David Chipperfield designed the 80-footer Cool Breeze together with me.’

Schmidt’s vision created a beautiful performance cruiser that turned heads wherever he sailed it. But how did that one-off custom build project escalate into the creation and launch of a whole new shipyard? ‘That came a little later,’ he says. ‘When I sailed Cool Breeze, the yacht attracted quite a lot of attention from owners and interested prospects. So my idea of light, easy-to-sail, reduced and yet luxurious yachts seemed to appeal not only to me. Requests came in for a sister ship and I realised that this was a business. In 2016, I founded YYachts in Greifswald.’

Main picture: the YYachts brand is based on a simple idea that challenges the accepted norms and conventions in the marine industry. Its yachts are large and luxurious yet at the same time as simple as possible, stripped of all unnecessary complexity.
Below: the man behind the brand, Michael Schmidt

That core concept, ‘reduced and yet luxurious,’ became the founding principle of the YYachts brand. At a time when most of the marine industry is so strongly focused on doing the exact opposite – adding a luxury dimension to yachting by installing ever more complex and sophisticated systems – what does Schmidt mean by reduced? ‘There is this quote attributed to several famous thinkers: "I'm writing you a long letter because I didn't have time to write a short one.” A yacht has to be operated intuitively, so you have to rethink and simplify a lot of details, which costs time and energy,’ he explains.

A good example of overcomplicating things, he says, is the current fashion for equipping large yachts’ galleys with induction hobs and electric fan ovens. ‘Why does electric cooking have to be used on a sailing yacht? For that I need either a shore connection or a generator. Why not cook with gas? It's safe and easy. When the gas bottle is empty, I simply replace it.’

This principle has always been popular among experienced sailors because it boosts the reliability of systems onboard. From backstay deflectors to programmable logic controllers, Schmidt takes a pragmatic and seamanlike approach born out of long experience that favours robust, reliable simplicity over the diminishing returns of adding extra functionality that isn’t strictly necessary. ‘Why do all sails have to be adjustable in so many different ways? If I'm not a racing sailor I don't need these features which are also quite fragile,’ he says. ‘Why do the electronics have to be completely networked and harbour so many potential sources of error? At YYachts, we asked ourselves these questions and many more. We avoid a high level of complexity and thus vulnerabilities and high maintenance costs. That is what I understand by reduction.’

The coronavirus crisis has severely tested the resilience of many marine businesses but YYachts has thrived despite the constraints and challenges imposed by the pandemic. ‘We are getting a lot of enquiries,’ says chief executive Dirk Zademack. ‘Customers currently seem to be much more interested in owning a home on the water and separating themselves somewhat from the environment. Our philosophy of building light, fast, luxurious and sustainable yachts also strikes a chord with them. It goes hand in hand with the current neo-luxury trend of authenticity and self-determination.’

The cancellation of so many boat shows over the last 18 months has forced a change in YYachts’ sales and marketing strategy. ‘When this opportunity to generate leads was taken away by the pandemic, we focused even more on the digitalisation of our activities,’ Zademack says. ‘We conducted viewings via video call and Facetime, installed a new website with many new features and drew attention to ourselves with other digital activities. That has worked well.’

Post Covid, are the boat shows likely to regain the pivotal importance that they used to have for the yachting industry? Schmidt has his doubts. ‘I do believe that boat shows will no longer have the status they had before the pandemic,’ he says. ‘This culture that you must have a stand everywhere will disappear. Perhaps it took this phase to make many people in the industry aware of this.’ Even so, YYachts will still be at a few key events. ‘We will certainly exhibit in Palma and Cannes,’ Zademack says. ‘We are also taking a closer look at the Monaco Yacht Show. At the moment I can't imagine that we will still be exhibiting at indoor fairs but it's still a bit early to judge. We'll just have to observe the overall situation.’

The strong design aesthetic of YYachts is an important aspect of the boats’ appeal. ‘What unites all of our customers is that they are very design-oriented,’ Schmidt says. ‘They like our styling, inside and out. It's not for nothing that we work with people like Sir David Chipperfield, Lorenzo Argento, Bill Tripp, Javier Jaudenes, Norm Architects or Design Unlimited. We always work directly with the owners themselves. The geographical range is relatively wide, from the USA to Russia. Many enquiries come from Europe, but we are very interested in further expanding our preferred partner network.’

Above: the Y8 Vegas Baby was the first of four yachts delivered to their owners this year. It was followed by two Y7s and a Trippdesigned 90-footer.
Below: the yachtʼs interior design is minimalist and can be customised extensively. All furniture and fittings are weightoptimised and the hulls are built entirely of carbon fibre. The weight saved – about 30 per cent of total displacement – is put into the keel bulb to boost sailing performance

YYachts’ smallest model, the Y7, is proving especially popular, which Schmidt says is partly because it can be sailed by just two people and also because it’s been exhibited at so many boat shows and has had more magazine coverage than the other two models. ‘However, the Y8 and the Y9 are also generating a lot of interest,’ he says. ‘With the Y9 we have entered the superyacht segment. It is the ideal size to compete in world class regattas like St Barths Bucket or the Superyacht Cup, but still have a spacious yacht for the family with a small crew.’

Right from the start, YYachts has been keen to emphasise the sustainability of its yachts, beyond the inherently sustainable nature of sailing. ‘Our concept only begins with that principle,’ Schmidt explains. ‘For example, we cover the deck with wood from sustainable sources, we install vertical windows to minimise the use of air conditioning and we consistently focus on lightweight construction. YYachts are made entirely of carbon, the interior fittings are weight-optimised and they include parts made with material obtained from recycled PET bottles. You will soon see many more ideas on our yachts but in the interest of our customers, we will only implement things we believe in.’

The shipyard has already delivered four yachts this year. First, launched in April, was the Y8 Vegas Baby, a Lorenzo Argento design with interior styling by Design Unlimited. Next were two Y7s, one of which has extensive design input from its owner. ‘Then we handed over our current flagship, a Tripp 90, to its American owner,’ Zademack says. ‘Here we worked with Winch Design on the interior.’ Even larger build projects may soon be in the pipeline. ‘Up to 105ft would be possible,’ Schmidt says. ‘Our competence lies in sailing and with interesting models we believe we can convince many owners of motor boats that sailing is more exciting.’

Covid-19 has not slowed down production. ‘We are very proud that we were able to keep our delivery dates,’ Zademack says. ‘The fact that we rely heavily on regional suppliers is not only sustainable, but also had the positive aspect during the pandemic that our supply chains were hardly interrupted.’

YYachts’ goal is to become a global player in the market for fullcarbon sailing yachts up to 100ft LOA within the next five years. ‘Already in our first five years we have built up a very good image and satisfied our customers,’ Zademack says. ‘We’d like to continue this and convince some motor yacht owners to buy a sailing yacht. We have already succeeded with three of them.’

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Give a shorthanded specialist an exceptional range of new shorthanded oriented designs to promote... no wonder it’s going so well

Hamble based Sea Ventures’ day to day operations sees the company continue to be the most active of the Jeanneau distributors, but several of their staff have a passion for a style of sailing that has not only delivered more sales but has brought business and pleasure even closer together.

Among the band of UK amateur solo sailors, Sea Ventures’ managing director Nigel Colley has been both competitor and one of the key players behind the growth of the Solo Ocean Racing Club (SORC). So, when Jeanneau started producing a number of models in the Sun Fast range that were designed specifically for shorthanded sailing, Colley knew exactly where their target market lay.

It was the Sun Fast 3200 that triggered the growth in this area for the French production builders with a design that was aimed at the doublehanded Transquadra race. Since then, the range has been developed, refined and extended with the current Sun Fast 3300 proving to be a very potent and popular machine with more than 70 built.

Fifteen of the Fastnet’s 89 strong double-handed class are Sun Fast 3300s with a further 13 being either Sun Fast 3200 or 3600s.

But it is not just the prestigious 600nm race that is the focus. Covid restrictions over the last year have meant a re-think in the way that meaningful racing could take place and has accelerated what many believe was a change that was already happening.

One of those changes has been the formation the UK Doublehanded Association which created the inaugural UK Doublehanded Offshore Series which this year comprises six offshore races culminating with the Rolex Fastnet Race.

‘The association was set up over the winter by a mixed group of experienced and amateur sailors including Dee Caffari, Stuart Childerley, Shirley Robertson and myself, all supported by Kate Cope and Ellie Driver,’ says former solo sailor Henry Bomby who is campaigning a Sun Fast 3300 with Shirley Robertson.

‘Initially, part of the focus was towards the double handed offshore class that was planned for the 2024 Olympics, but the group grew quickly and developed beyond this. The idea was to pick existing races and events that appealed to the shorthanded group and then work with the organisers to the mutual benefit of all,’ he continues.

Careful consideration was given to the size range of boats to ensure good close competition that would help drive the appeal while fitting in with what was already popular.

‘We’ve gone for an IRC rating band of 0.990 to 1.055 which, in broad terms, is around a 32-36ft LOA size range,’ continues Bomby. ‘The rating band means that the range of performance is quite small and helps to keep the racing close.’

This season the series includes five Royal Ocean Racing Club events as well as the Island Sailing Club’s Round the Island Race.

‘The RORC has been incredibly supportive and has really helped in a number of aspects such as providing coaching and consulting with us about the kind of racing that we would like.

‘Looking further ahead we are aiming develop the idea to include events on the other side of the Channel such as the Dhream Cup and Spi Ouest. Aside from being exciting times for shorthanded sailing, the prospect of being able to build the racing on both sides of the Channel is particularly appealing. The French have dominated the shorthanded scene for many years, but as British crews have got together, trained, and developed their sailing, it has raised the bar.

‘The fact is that while the growth of shorthanded racing may have been boosted a bit by the prospect of it being in the Games, it has already become bigger than this and we’re seeing a new sailing community evolve and that’s really exciting.’

From Sea Ventures’ point of view having such a big fleet of Jeanneaus competing is clearly a huge benefit both to the business and this growing community who can benefit from a wide range of help and services. Aside from this, the growth is currently fuelled by a boat that is leading the way.

‘One of the key features is that the Sun Fast 3300 is essentially a scow configuration and we’ve seen how potent this has been in the more extreme looking Mini-Transat boats,’ says Colley. ‘But it’s also the way in which the boat’ sailplan has been configured to match the hull that is creating a boat that is planing downwind in anything over 15kts of wind.’

Whichever way you look at it these are clearly boom times for shorthanded sailing.

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