Forget what you thought you knew about performance cruisers, this rather aggressive-looking beast is anything but average…

In a world where nearly all new products follow a defined trend, it feels reassuring to know that someone out there has invented a boat that is like nothing else. Shogun 43 is a raised middle finger to the established mass market. And she is the most ambitious, ambiguous boat imaginable.

Have you also spent long evenings making sketches of your perfect boat? Just to see how it would look, if you could decide all for yourself? And have you also dreamed of how amazing it would be to have someone build this boat – exactly the way you wanted it? That is basically what Shogun Yachts from Sweden has done. At first, the result was a 50-footer by the name of Shogun 50, launched in 2019 and flying a bit under the radar due to the pandemic. Now a smaller sister is born. Its name is Shogun 43.

The mast and rigging are carbon. Most of the sail trimming is electric or hydraulic, controlled with buttons at the wheels

Shortly after the ice released its grip on the freezing Baltic waters northeast of Stockholm, the test sail of build no.1 took place. The crew at the yard had to wait for weeks for the ice to finally melt, everyone growing more and more anxious to try out this aggressive looking beast that took a staggering 7,000 hours to build.

The cockpit can easily accommodate a full racing crew with plenty of elbow room but the deck plan and sailing systems are also designed to be suitable for a couple on a coastal cruise

The owner of Shogun, Mats Bergryd, has been fortunate to sail a lot of fine vessels through his life, a lot of it happening in the Swedish archipelago. One of the later was a 50ft performance cruiser for racing. He found the performance stunning, but the constant need to provide enough crew quickly became tiring. Also, with a 3.5- metre draught and a very ascetic interior, this was not a perfect match for the kind of sailing Bergryd was into: archipelago cruising and some racing, mostly shorthanded. At the same time he didn’t want to lose the extremely satisfying sailing experience that he had become accustomed to and really appreciated. Also, he wanted a beautiful boat. Something that would turn heads in any harbour.

If you want to build a really nice customised sailing boat, Sweden is not the worst place to start. Ever since GRP leisure boats became a thing in the late sixties, Sweden has been one of the leading nations in the industry. Today the country has a strong, established culture and know-how, and boats built in Sweden are generally considered some of the best boats in the world. Bergryd got in touch with the legendary designer Håkan Södergren, today working with his son Oscar, and asked them if they wanted to be a part of his adventure.

Södergren is famous for narrow, fast coastal cruiser/racers such as SwedeStar, Tarac 33, the Helmsman-series – and also several 5.5 Metre Rule boats. The paralympic 2.4mR is also a Södergren design. The answer was yes. Södergren, father and son, were on the team.

The Shogun 43 has slim waterlines but with plenty of reserve buoyancy above to add righting moment, flowing into crisp full-length chines. It displays excellent directional stability while the transition from displacement sailing to planing is barely noticed

Next step was reaching out to Sweden’s oldest still active boatyard, Linjettvarvet, famous for the Linjett Yachts. This is a family owned, relatively small yard, especially known for their high level of craftmanship. A Linjett is considered somewhat a hybrid between boats from two other high-grade Swedish boatyards, Hallberg Rassy and Arcona. Would they want to build the Shogun yachts? Yes, they would love to do that.

Now, if the design brief of the Shogun includes sailing performance matching a racer, all packed in a shorthanded-friendly design icon with a luxury cruising interior inside, it goes without saying that it's not going to be cheap. These are extreme yachts and not easy to build, even with a big budget.

The forecabin has a conventional v-berth but the entire saloon is forward of the mast with the galley and heads aft

Stepping out on the dock at the Linjett Boatyard this ice-cold morning there was a feeling of intense curiosity. This was not just any boat. Could they really pull this off? Well, there she was. A grey and black panther moored between the Baltic islands, ready to attack.

Seeing a boat for the first time is always exciting. What strikes you as the first thing? The Shogun 43 is a very light boat, 6,100kg, built exclusively in vacuum-infused carbon fibre. The lines are uncompromisingly sporty, the topsides sitting low, the waterline tucked in, providing a small wet footprint. A slippery boat in light air but with ample form stability kicking in as soon as the boat starts heeling.

Shogun 43 has a reverse bow pointing even more forward than a ClubSwan and horizontal wave breakers stretching all the way along the sleek hull. The mast sits even more aft than in other contemporary high-performance boats – actually, the mast foot is behind the keel! The foretriangle is huge, which makes a selftacking jib part of an effective sailplan. There is also setup for an overlapping 106 per cent jib and a heavy weather J3 on a removable inner forestay. All spinnakers are asymmetric, furling, on a bowsprit. And of course there is a Code Zero.

Almost all production boats above, let's say eight metres, are aimed at cruising. Even this one. And without asking why, we have become accustomed to boat producers stuffing as much volume as possible into a given hull length – instead of distributing the same volume in a longer, slimmer shape. To put it bluntly this has two consequences: the boats have become uglier and their sailing performance has deteriorated.

Powerful yet not easily overcanvassed. This is a boat that stands up to the immense sailpower of its huge rig with ease

Stepping onto the deck of the Shogun 43, it is obvious that this boat is slimmer and lower than just about any other modern boat in this size bracket. This is really a sports car, not a camper van. And it's clearly born to sail faster than just about anything else with a lead keel. The transom is designed in an extreme shape, the cockpit is huge – and yes, below deck the space probably equals a more obese 36-footer. Headroom is low, the interior design is an open plan and just about as far from mainstream as you can get. If you plan on doing long summer cruises with family, dog and friends staying over, you should definitely buy another boat. Which is probably not a big issue – most likely you can't afford this one anyway.

The sense of being in a boat smaller than its 43ft LOA vanished as soon as the sails were set and the sacred moment where the boat leans over with the pressure of the wind and starts to accelerate.

Now you feel it. Wow. In this machine all the different parts work together as a whole and create something that is really unique. There is a force in this boat that makes her behave like she’s bigger than 43ft. The stability is instantly high – she can carry the huge sail area without any problems. The light displacement transfers the pressure into fast acceleration. She’s a sporty boat for sure but she’s not a pumped-up dinghy: there is no need for the constant corrections on the helm and critical trimming of the sheets known from wide, overrigged and light boats with narrow underwater profiles. Actually the Shogun 43 sails more like a freight train on solid rails. A strong directional stability and a smooth, almost unnoticable transfer between displacement and planing modes. Double digit speeds came in short moments when gusts came between the islands and gave a bit more pressure than the eight to 10 knots she had most of the time. But it was enough to feel it: this boat can go really, really fast and she will do so in a calm and safe manner.

The Shogun 43 is a bit like a musical instrument of professional quality: It sounds good almost no matter how you play it. But in the hands of real musicians the music becomes art. The three life-long sailors on board were lucky enough to taste that potential too. In short moments the boat played totally in tune, even though she was just launched and no-one on board had had much time on the water to play with her.

To give this boat a much larger than normal self-tacking jib, the mast is stepped aft of the keel

The first real surprise was seeing that the mainsail outhaul was hydraulic! Actually a lot of the trimming on this boat is electric or hydraulic, controlled with buttons at the wheels. This makes it almost ridiculously easy to play around with the tuning. In most situations all you need is the helmsman’s index finger. This is a very advanced machine but much like an iPhone the user interface makes it extremely easy to work with.

Everything is set up with the best of the best, top grade stuff from Karver and Antal. The cockpit layout that accomodates a demanding race crew as well as a couple enjoying relaxed archipelago cruising. The sails (North 3Di) sit on a top-tuned carbon fibre mast with a park avenue boom. Standing rigging is carbon.

With a big Code Zero and a full main we could momentarily build enough pressure on a tight angle to push the boat close to her limits. But even then there were no signs of the rudder letting go. The boat just laid down and asked politely to be let loose again on a wider angle, so she could accelerate back to the 10 knots and was able to do it on a reach around maybe 90 degrees TWA. Wind speed and boatspeed were about the same.

Upwind, tacking in the shifting and unstable breeze between the cliffs and forests, she was doing close to eight knots – without any crew on the rail. That is actually pretty remarkable. Shorthanded racing in this boat must be a dream!

The self-tacking J2 is carried on a throughdeck furler on the stemhead. The code zero and gennaker are both tacked to the bowsprit

Let’s say it again: This is an extreme boat. The Shogun 43 is uncompromisingly naughty. And yet it she is a compromise, let's say between a classic Södergrendesigned Archipelago high-speed cruiser and a shamelessly radical modern, hi-tech sailing machine. Of course the price is as naughty as the rest of the boat: around a million pounds sterling, depending on your custom options.

So, even though this boat is built in Sweden, the home of social democratic equality, this is not a politically correct boat. To sail a Shogun 43 is a statement. Maybe a bit like driving a yellow Ferrari and roaring through a quiet domestic area with your hair let loose. Who doesn't secretly dream of that?

Click here for more information on Shogun Yachts »

The Drheam-Cup is a class act from start to finish with interesting and testing courses designed for different types of boats – including a rapidly growing IRC fleet – and a festival atmosphere at both ends

Few offshore races rise to prominence as quickly as the Drheam-Cup, which is now a key feature of the French offshore racing calendar. The fourth edition notched up 134 entries in 2022, with IRC classes representing 50 per cent of the fleet. The event organisers are now looking to the next level, with an enthusiasm to grow the IRC classes further.

As well as top-class competition on interesting and testing courses, competitors benefit from the buzz festival atmosphere in the start and finish ports associated with any large French event that includes all the important offshore classes: IRC, Figaro 3s, Class40s, Ocean Fiftys, Multi 2000s, Open Large Monohull, Imoca 60s and Ultime trimarans.

At the outset founder Jacques Civilise had a vision for three separate races that all start together on the same line off Cherbourg-en- Cotentin, then all finish around the same time at La Trinité-sur-Mer in south Brittany. That's why there's a 600-mile course for IRC rated yachts, the Multi 2000s class for smaller and mostly older multihulls, Figaro 3s, SunFast 30 and Classic Yachts. The Mini 650 class has also been invited for the next edition in 2024 and will race the 600-mile course. The 1000-mile course is for Class 40s, Ocean Fifty trimarans, Open Large Monohulls and Imoca 60s, while the longest course at 1,500 miles is for the Ultims.

All fleets initially head west from Cherbourg, then across the English Channel to the Shambles east of Portland Bill. From here they sail west along the south coast of England to Wolf Rock, where the different courses split. The Ultimes go north to the Isle of Man, then the Fastnet Rock and down to a mark off Bilbao. The 1,000-mile course heads straight to Fastnet Rock while the remainder immediately turn south, outside the Ushant traffic separation scheme, round a turning mark in the Bay of Biscay and on to the finish.

All of the key offshore classes are represented at the popular Drheam-Cup, from Figaro 3s (main image) to Imocas (above) and an increasingly large IRC fleet (below), plus Ocean Fiftys and Ultims. The start line is split into sections to keep the fleets apart

It’s a format that immediately proved successful and the race quickly built a strong following. All the courses test competitors over a wide variety of conditions, wind angles and strengths and have tactically demanding sections. Winners are therefore always teams that are strong across a wide range of conditions.

The event takes place in even years when there’s no Rolex Fastnet Race and is timed to be a logical extension of the La Trinité-Cowes and Cowes-Dinard-St Malo races. These are both part of the RORC overall season’s points and this year also constitute the IRC two-handed European championship. Together the three races make a trilogy of events that can be completed in a three-week summer tour, with a bit of time off for those who need to catch up with work or want to spend time with their families.

The start is in mid-July, typically just after the Bastille Day celebrations that mark the start of the long French summer holidays. This is important context: the main focus, of course, is in providing topnotch racing for some of the best offshore teams in the world. Yet a key reason for the event’s rapid rise to success is that it also recognises the importance of sharing the experiences and pleasures of offshore racing.

Civilise conceived the race, the full name of which is now ‘La Drheam-Cup / Grand Prix de France de Course au Large’ as an inclusive event for all the important offshore classes, from production 30-footers to Ultimes, that will be a lot of fun for everyone on land and at sea. Jean-Luc Denechau, president of FF Voile, the national governing body for sailing in France, has already recognised it as a legendary event that sits in the international landscape alongside the betterknown classic events such as the Rolex Fastnet, Middle Sea, Sydney Hobart and Caribbean 600 races.

The last edition of the Drheam- Cup was already on the RORC programme, though it didn’t count towards the series points. It’s hoped that will change for the 2024 event and Civilise is already in conversation with the RORC racing department.

This is part of a move towards encouraging broader participation in the Drheam-Cup, particularly among the IRC fleet. The race has already done well in this respect, with competitors including Franco Niggeler’s very well-known Italian Cookson 50 Kuka 3 coming from as far afield as the Mediterranean.

However, Civilise believes there’s scope for many more: ‘We would be very pleased to have more English teams next time – we hope to have a big flotilla of them and of other foreign boats from further north.’

Despite France’s frequent domination of offshore race results, other teams have a long history of success in the Drheam-Cup. The 2020 race, for instance, saw Sam Goodchild’s first major Figaro 3 victory, while the IRC two-handed podium was an entirely foreign affair comprising Belgian JPK 1030 Expresso and two British Sun Fast 3300s, Gentoo and Leyton. Sam Davies won her first ever solo race in the Imoca class in 2018.

Last year Goodchild took victory again, but this time with his Ocean 50 Leyton. ‘What a fight with Seb (Rogues) and Erwan (Le Roux),’ he told reporters at the finish. ‘Each one had their little moment in front, but fortunately I was the one who got it at the finish. I don’t know what state the others are in, but I’m not fresh at all. What is certain is that I didn’t let go of anything. I’m proud of myself with what I gave. Even on a Figaro stage, I’ve never slept so little.’

Above: the fleets all start together but sail different courses from Wolf Rock to La Trinité: 600 miles for IRC and most other classes; 1,000 miles for Class40s, Ocean Fiftys, Imoca 60s and maxi monohulls; 1,500 miles for Ultims

Franco Niggeler’s Cookson 50 Kuka 3 won the IRC division, fresh from a victory in the Round Ireland race. ‘This was a very interesting race,’ Niggeler said. ‘We had both little and a lot of wind, especially last night when in the storms we had 35 knots. It was a real Mediterranean climate, very pleasant, but always with wind and a lot of downwind. It’s a wonderful regatta. The weather was great, the race was beautiful, the organisation was great. What more could you ask for! We really want to come back.’

Next year, classic yachts are also welcome and will race using the IRC vintage rating system. ‘We can give them a separate class with their own ranking,’ says Civilise, ‘and we are hoping to see some beautiful big boats in the fleet.’

How big could the event become? The only brake on expansion is the ability of the two ports to host the fleet. That’s not a problem in Cherbourg, where there’s plenty of room. La Trinité is more restricted for the very biggest boats, but is able to accommodate so many typical IRC size racing yachts that there will not be pressure to cap entry numbers in the foreseeable future.

Another important element, alongside Civilise’s desire to continue developing the event to attract more boats and a top-quality fleet is the prologue, called the “Drheam-Trophy”, support for the ‘Reve de Large’ opération (Dream of Offshore). This two-hour race before the main event is designed to inspire local children from Cherbourg, who will race on board about 25 boats selected from among the whole fleet. This is clearly a part of the project that’s close to Civilise’s heart as it’s the city where he learnt to sail himself as a teenager.

In 2024 the start of the main race is scheduled on 15 July. However, competitors are welcome earlier and entry fees will include four or five days of berthing in Cherbourg, thanks to the city whose mayor Benoît Arrivé is a big supporter of the event. The prize giving takes place in La Trinitésur- Mer on Sunday 21 July, where mayor Yves Normand is a keen IRC competitor. Entry fees also include free berthing here until Sunday 2 1 July, encouraging teams to enjoy the port’s wonderful ambience and swap stories of their races.

Click here for more information on the Drheam-Cup »

Saudi Arabia is preparing to host its first ever America’s Cup event as it reconnects with sailing and the sea

The second preliminary regatta of the 37th America’s Cup is set to take place on the Red Sea in Jeddah from 30 November to 3 December 2023. This will be the only venue outside of Spain to host an America’s Cup regatta during the 37th AC cycle.

The fleet of AC40s will compete out of Jeddah Yacht Marina just a few hundred metres away from the racetrack that has hosted the Saudi Arabia Formula One Grand Prix for the past two seasons.

Samia Bagdady, CEO of the Saudi Sailing Federation, was instrumental in bringing the regatta to Jeddah. Aged 36 and one of the first four women ever to head up a national sports federation in Saudi Arabia, Bagdady embodies the rapidly changing social and business culture of the country. A keen kiteboarder, she spent summers on the coast of Cape Cod, Massachusetts, enjoying the water and learning to sail.

Having grown up in a mix of western and middle eastern cultures, Bagdady is pleased to see the rapid cultural and social change taking place in Saudi Arabia. The progression is visible and evident everywhere by the sheer sense of normality across society. In recent years a vast number of reforms have been introduced to improve the lives of the people. There have been significant judicial reforms to further protect human rights and gender equality. Women’s rights have witnessed a quantum leap.

One of the mandates of Vision 2030, a unique transformative economic and social reform that is opening Saudi Arabia up to the world, is increasing the participation of women in the workforce, which has risen from 21 per cent to 33 per cent in its first three years.

‘For anyone who hasn’t been to Saudi Arabia, I think they’ll be pleasantly surprised how open, friendly and welcoming the people are to visitors, male and female,’ she says. ‘You’ll not see restrictions but instread a fresh energy of hope and excitement. Women are working as equals in the workplace, running businesses and playing sport. There are so many positives and that’s why we’ve become one of the most exciting countries in world sport.’

More boys and girls, men and women are playing more sport than ever before. And women’s participation is at the heart of the progress. For instance women and girls’ participation in sport is up 150 per cent since 2016. Over 35 Saudi federations now have a women’s national team and there are four female presidents of federations including sailing. In the last 18 months a football premier league has been established and more recently 50,000 girls signed up for the first school football league.

‘This progress is real, transparent and open for all to see in sport, and beyond. And when I see what’s been possible and the momentum behind other sports in the country, its very inspiring when you consider what might be possible in sailing with the right support and structure.’

‘Things have changed significantly in a short few years, more than most people realise. The country is really opening up to itself and to the rest of the world. Whether it’s sailing, football, Formula 1, music festivals, art exhibitions, Saudi is a new home to all, simply because the people are no different to anyone else. They want to live happy, healthy, active lives. Its what the people want and what the government is supporting.

‘So international sporting events are becoming a regular part of the calendar, and the AC40 regatta is a big step towards opening up sailing in the region.’

Bagdady says the regatta will send an important message both externally to the rest of the world and internally to the people of Saudi Arabia that the nation is ready to re-engage with the sea and sailing more specifically. ‘Sailing is a part of our heritage and a very important part of our history,’ she says. ‘Saudi Arabia is on a peninsula with a coast that stretches about 1,760km along the Red Sea and then 560km on the Arabian Gulf. Before combustion engines, sailing was an essential form of transportation as well as being the way pearl divers and fishermen made their living.’

Above and below: the sport of sailing is in its infancy in Saudi Arabia but the wind and sea conditions along much of its coast are ideal for both racing and cruising. Jeddah has a reliable afternoon sea breeze almost every day of the year

There was even a competitive element to sailboat racing in Saudi Arabia that goes back centuries. ‘Jeddah is the closest port to Mecca and the dhows competed against each other for the business of delivering pilgrims as quickly and as efficiently as possible. The dhows were, and are, quick vessels. I’ve even heard that a dhow beat an RC44 a few years ago in a downwind race in Dubai!’

While the local dhows might be more challenged to take on a foiling AC40 in a speed contest, both share a heritage of high technology for their time. Dhows were the cuttingedge boats of their day. ‘Bringing the AC40s to Jeddah is a way to reestablish our lost heritage, to remind people of our lost seamanship skills and hopefully to help re-ignite those skills for the 21st century.’

While Saudi Arabia is embracing change at a phenomenal rate, the kingdom doesn’t want to lose sight of its culture and traditions. Bagdady sees the America’s Cup as the perfect brand to embody that seeming contradiction in terms. ‘It’s a very old sporting event steeped in long tradition, yet part of that tradition is to always pursue the latest opportunities in technology,’ she says. ‘You see where the foiling AC40s and AC75s are taking the sport of sailing today, and it couldn’t be more cutting edge. We want to showcase that technology in Jeddah because it also helps to show that the Kingdom is a fast-developing nation and embracing technological change as quickly as anywhere in the world.’

As for the AC40 event, Bagdady believes it will help establish the Red Sea as one of the most desirable destinations for racing and cruising. ‘We have fantastic sailing conditions, as I know from my own kiteboarding in Jeddah. We have perfect, warmweather sailing conditions all year round with a very reliable sea breeze almost every afternoon. For those who want to explore further afield in the region, our coastline is beautiful and relatively undeveloped, although marina developments have started to really take off in the past few years.’

The host venue for the event, Jeddah Yacht Club and Marina, The host marina for the event, provides 95 berths for yachts and boats from 10 metres up to 120 metres, and has already proven itself as the perfect operating base for luxury berthing during the Formula One events of the past two years.

As former CEO of Oman Sail, David Graham is well acquainted with the region and the challenges of establishing the sport of sailing from scratch. Now CEO of World Sailing, Graham is keen to support the Saudi Sailing Federation, a World Sailing Member National Authority. ‘Our objective is to grow our great sport globally,’ he says. ‘Saudi Arabia is ready and willing to embrace sailing and develop the sport through their sailing federation. They have a number of sailing events on the horizon, the pinnacle of which will be the 37th America's Cup Second Preliminary Regatta from 30 November, which we support and look forward to the exciting prospect of the AC40s being raced in Jeddah.’

Head of Emirates Team New Zealand, Grant Dalton believes the competition in Jeddah will be red hot. ‘This will be the last significant act of 2023,’ says Dalton. ‘It may not seem like much but no team will want to be going into 2024, the year of the America’s Cup, at the bottom of the leaderboard or having shown vulnerability in their sailing team less than a year out from the start of the America’s Cup. It will be pressure no one needs, especially as the next time the teams race each other will be just prior to the Challenger Selection Series, in the final preliminary regatta in Barcelona raced in the AC75s.’

Hassan Kabbani, chairman of the Saudi Sailing Federation, says: ‘We welcome the America's Cup organisation and sailors from around the world to Saudi Arabia and to Jeddah. It is an honour to be selected to host an America's Cup Preliminary Regatta and to be able to showcase to the sailing community the wonderful conditions we have. I can assure everyone of a warm welcome.

‘The America's Cup Preliminary Regatta will help us to accelerate the growth of sailing in Saudi Arabia. We are using the event to kick-start a number of new initiatives including a Discover Sailing programme to encourage people on to the water, and a Performance Pathway for talented sailors to train to compete at the top level.’

The ability to inspire the Saudi people would be the greatest possible legacy for the regatta, according to Bagdady. ‘Sailing is in its infancy at the moment, but the potential is huge, with nine million people living on the Red Sea coast and fantastic sailing conditions all year round. I think when people see what these AC40s can do, it will change their perception of sailing.

‘If it inspires people, young or old, female or male, to get involved in one of our grassroots programmes, that would be an incredibly rewarding legacy. We want to bring the joy and excitement of sailing to Saudis of all ages, young and old, and one day see an Olympic, Ocean Race or America’s Cup champion representing our country.’

Click here for more information on the Saudi Sailing Federation »

Designed for fast-paced inshore regattas where the sailors’ agility is just as crucial a factor as their strength is and endurance, Musto’s lightweight LPX collection is exceptional and expanding

Continuing development in the foiling world, the explosive growth of ultra-fast boats such as the Cape 31, plus improvements in materials technology have created the perfect opportunity for Musto to further develop and expand its LPX range of high-performance lightweight foul weather gear. The result is best-inclass technical clothing for inshore regatta racing that offers perfect solutions for all weathers.

In many ways the LPX collection is a much more streamlined version of the new HPX ocean-spec kit, focussed on allowing crewmembers to move around the boat as freely as possible. At the same time, a key part of the concept was to create a full team package for use both while racing and on shore afterwards. The range encompasses two lines that cover the needs of everyone from SailGP teams to the typical cut and thrust of inshore racing at regattas like Cowes Week, Kiel Woche and Cork Week. ‘The kind of major events where you might have intense sunshine with almost no wind one day and 25 knots plus driving rain on another,’ says Musto’s head of product Chris Holliman.

LPX is also increasingly favoured as an option for offshore racing in conditions that don't demand HPX kit. This is true even for competitors in The Ocean Race, where MPX or LPX is now seen as the best solution 70 per cent of the time. ‘Sliding on a lightweight LPX jacket takes a fraction of a second, so it’s a really appealing option for quick bursts on deck,’ adds Holliman.

The first generation of LPX was developed more than 20 years ago in the early days of the Extreme Sailing Series, which created a step change in the need to maximise athletes’ agility, while continuing to provide top-class protection from the elements. Since then the Gore-Tex membranes used, which have themselves improved over time, have always been the reference point for this type of racing.

The latest LPX generation was developed following a similar philosophy to the one that’s proved enormously successful with the new HPX products. These have already had “an incredible level of enthusiastic feedback” from Musto’s many ambassadors in the IMOCA 60 class.

LPX was designed from the outset as a complete three-layer system, with accessories, all of which dovetail together to work seamlessly, making it “a real game changer,” according to Holliman. The complete system is extremely flexible and adaptable, so it works across a full range of conditions for boats from TP52s to Cape 31s and even J/70s or SB20s.

There’s also a new line within the range, developed in conjunction with the French SailGP team, that’s dedicated to the demands of foiling. ‘Impact protection for when they crash down at 30-40 knots is a significant factor,’ says Holliman. At the same time, the very high apparent wind strengths encountered means this kit is designed to sit closer to the skin, yet the material used enables the athletes to move amazingly easily.

A further distinction is that these races are often comparatively short and teams have a coach boat that can pass extra layers of clothing across if necessary between racing. That’s a different scenario to Cowes Week, where you’re committed to the clothing you take on the boat for the day. ‘Most of the new LPX garments are a very streamlined version of the HPX concept, with changes focussed on the ability to move freely and quickly,’ says lead product designer Lucy Davis. ‘They have reduced pocketry and a much shorter jacket, with the collar sitting comfortably under the chin and a zip off hood.’

The outer layer includes jackets in both men’s and women’s fits, salopettes, two different shorts and a smock. The Gore-Tex fabric has excellent breathability and top-class waterhead rating of at least 28K.

The standard LPX shorts use a Gore-Tex fabric, plus an abrasion resistant seat with a slightly elasticated high back for continued protection when bending over. The Aero short is a different concept, optimised more for fair weather sailing, but when there’s still a risk of wet decks. A windproof fabric with water resistant coating is used for the front, while the seat has a waterproof material with taped seams. It’s therefore a very lightweight, very breathable fast drying garment, but you won’t get wet when sitting on damp decks after a tack.

Mid layers are also designed to maximise freedom of movement, which is achieved with stretch panels across the back and down the sides, plus articulated sleeves and under arm gussets. PrimaLoft Silver Active insulation provides a great balance of warmth to weight. ‘The stretch panels on the back under the arms are completely breathable, without insulation,’ says Davis. ‘When you’re working hard there's enough air moving around your body that you don't overheat.’

LPX next to skin layers include a long-sleeve top, short-sleeve T and a polo. They are made of an all singing, all dancing, four-way stretch sunblock fabric called Ice Cafe, which has a cooling finish integrated into the yarn. This starts to actively cool as soon as it comes in contact with water and can reduce body temperature up to two degrees. Carbon particles are built into the yarn for odour control and, like the cooling finish, can’t be washed out.

‘It looks great and it works great on the water,’ says Davis, ‘so it’s perfect for warm weather sailing and you can happily wear it to the pub.’ The Softshell has a jersey face and back, plus a 10K membrane. It's not intended as a fully waterproof product, but is a flexible option that gives some protection in light spray. The overall style has a sporty aesthetic, making it a versatile choice for both onshore activities and as stylish team attire.

Accessories include LPX Impact Knee Pads, which have big cut-outs at the back to eliminate material that would otherwise gather together when bending your knees. The Dynamic Pro ll Adapt shoe is a toplevel technical deck shoe, with great grip whether it’s wet or dry. It also dries really quickly.

There’s also a super-breathable cap with a tinted transparent visor, the LPX Gore-Tex Infinium cap. This offers the most breathable sun protection possible, while still allowing full vision for easy and accurate sail trimming.

Above: Nick Phillips, owner of Cape 31 Chaotic, in team name branded LPX GORE-TEX Jacket.
Below: Team Chaotic training in full LPX gear

Gore-tex Infinium has also been utilised for the LPX Gore-Tex Foiling Jacket. As Gore-tex’s most breathable membrane, Infinium stands as the ideal fabric for high-intensity shorter duration forms of racing such as Sail GP. ‘Given the high energy expenditure and need to move quickly around the boat, the styles have been consciously designed to prioritise freedom of movement and temperature regulation, in some cases at the expense of total waterproofness’ explains Davis. For example, the back hem panel is a 4-way stretch Cordura, which offers exceptional durability and has a long lasting water resistant coating, but does not have a waterproof membrane. Nevertheless, the fully seam-taped jacket strikes an impressive balance by providing remarkable water resistance alongside excellent breathability and freedom of movement.

The LPX Foiling Long John is a close-fitting design, featuring high stretch neoprene for the lower half along with an abrasion-resistant seat panel. The upper body incorporates the same extremely durable 4-way stretch Cordura as found on the jacket hem, with its highly waterresistant coating. Despite the streamlined fit there’s comprehensive impact protection for hips and knees in the form of integrated pads developed by motorsports specialist G-Form.

Given temperature regulation is such an important aspect of this type of competition, the foiling collection has both ThermoCool and ThermoHot base layers. The former keeps you cool when it’s hot and is made of the aforementioned fourway stretch Cordura fabric with long lasting durable water-resistant coating. The pants are cut to be looser at the top than in the lower leg, making it easy to bend over or squat down, without the clothing creating a restriction. The ThermaHot kit has the same fit but uses a fourway stretch jersey soft shell with a fleece backing and 10k membrane. Even though it’s not fully waterproof it has good resistance to spray and will keep you warm on cold days.

Despite the different needs of these two disciplines in competitive sailing, they share the same overall philosophy that informs the entire LPX range: lightweight, fast performance. There's therefore plenty of crossover potential between the foiling products and standard race kit, so don’t be surprised to see LPX Gore-Tex outerwear used by SailGP teams and products aimed at primarily at foiling boats at more mainstream regattas around the world.

‘Ultimately we’re trying to improve and optimise human performance,’ says Holliman. ‘That means anything we can do to improve comfort is important, as it helps sailors make the right decisions at the right times. That can make the difference between a gold and a silver medal.’

‘Our mindset is driven by the relentless pursuit of leveraging technology, fabrics, fit, and construction to truly make a difference in the final outcome,’ explains Davis. ‘Throughout the entire process, we have meticulously utilised top-notch technologies, premium fabrics, and trusted suppliers to create a comprehensive system within a single range, encompassing everything that teams require for this particular style of racing.

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