There may have been limited time on the water this summer but the smart folk ain’t been sitting around!

The fairways and marinas of the Hamble River have been quiet this year but in the light-industrial units set back from the river, innovation continues apace. The real lifeblood of the Hamble has always been its ecosystem of specialist companies, run by sailors for sailors, where a lot of next-generation yacht racing technologies are created and refined. In one of those sheds, Diverse Performance Systems produced load cells and pins for most of the Vendée Globe fleet and three of the four AC75 teams, but that’s only a small part of what they do. The clue’s in the name.

Diverse also designed and built the foil control system for the latest Hugo Boss; installed hydraulic sail control systems on Velsheda and Galateia that give both yachts a competitive advantage in manoeuvres; worked on DSS foil bearing designs for Canova and Wild Oats; invented game-changing technology for TP52 and Fast 40+ teams; developed new deck hardware for the ClubSwan 125… and those are just a few of their projects. With a wide-ranging portfolio of performance-boosting products and services – and two world-class prosailors as part of the management team – they’re very well placed to spot emerging trends in yacht racing.

‘We’ve had serious enquiries about systems for large – 60ft plus – foiling monohulls,’ says Diverse managing director Nick McGarry. ‘But not for grand prix boats, they’re for brand new offshore racer-cruisers.’ There’s a crucial difference between pro-racing foilers and the sort of boat that an owner-driver can safely enjoy. For all but the most talented (and athletic) sailors on the planet, sophisticated and largely automated control systems are needed to make a foiling yacht safer and easier to use. And while many companies can supply parts of the solution, Diverse is one of very few with a proven track record of delivering the complete, fully integrated package of hydraulic hardware, foil actuation and flight control systems, sail control systems and programming logic.

Main picture: installed in RÁN VII, Diverseʼs new 15kW e-drive has been thoroughly tested and is now available to other yacht racing teams.
Below: apart from having a much thinner drive leg with a lot less drag, this new e-drive is 30 per cent smaller and 20 per cent lighter than any others on the market.
Below: the next project for Diverse is to develop a more efficient feathering propeller

Diverse’s hydraulic engineering expertise goes beyond the narrow field of yacht racing. One of the company’s ventures into other marine sectors is supplying hydraulic systems for submersible craft, where complete reliability is far more critical.

One step back from the bleeding edge, perhaps the most notable of Diverse’s recent innovations is an ultra-light, minimum-drag electric saildrive. When the all-conquering Fast 40+ RÁN VII launched back in 2018, its electric drive system drew a lot of interest. Unfortunately, the original edrive proved unreliable and Diverse was called in to develop a better performing, more robustly dependable solution. The result – now thoroughly sea-trialled by RÁN and available for any 30ft-60ft yacht as either a standard or custom installation – is a 15kW propulsion system that’s 30 per cent smaller and 20 per cent lighter than any other saildrive on the market. A larger version for 60 to 80-footers is in development.

When we started looking at edrives we found that there was nothing on the market for raceboats,’ says Tim Powell, skipper of RÁN. ‘The saildrive units were all very large with far too much drag.’ ORC Category 3 dictates a motoring range of five hours at 6.2kts; Diverse’s e-drive goes beyond that with six hours at 6.4kts on one charge of the 48v, 550Ah lithium ion iron phosphate battery. ‘We’ve spent a full week testing – running it at max revs, checking battery life, confirming its reliability – and it has certainly met all of our requirements,’ Powell says. ‘The boat can actually make 8.5kts but we’ve capped the drive’s maximum power.’

‘We’re launching it as a product but we’re not ready to share all the details of how it works,’ McGarry says. He does reveal that the whole thing weighs less than 50kg; that nearly all parts except the motor itself and the battery are designed and manufactured in house; and also that the motor is air-cooled rather than water-cooled, which means two of the usual through-hulls aren’t needed.

With the e-drive now ready to roll out, Diverse’s design engineers are now working on a related project: generating power to charge batteries under sail. ‘We’re developing a new type of feathering propeller,’ McGarry says. ‘Most designs are efficient in either propulsion or regeneration mode, but not in both. This one will be efficient in both modes.’

Click here for more information on Diverse Performance Systems »

By the time that he began planning the 35th yacht in his Oystercatcher dynasty Richard Matthews had a pretty good idea of what he wanted. One look at the result and whether you want to win the Fastnet or Block Island Race Week we believe others will soon follow his lead

At Fibre Mechanics in Lymington there is a new 50-footer in the making that the UK-based company thinks could spark interest among those interested in a broader range of IRC racing.

Designed by Carkeek Partners, the new CF520 was commissioned by Oyster founder and serial raceboat owner Richard Matthews who had a clear idea of what he was after for Oystercatcher 35.

‘I had a Humphreys 54 a few boats back which we really enjoyed racing, followed by a Judel Vrolijk 42 and a Humphreys 39 which were all good boats,’ he explains. ‘After that I bought Piet Vroon’s Ker 51 Tonnerre which I had for a season. This boat reminded me that I quite like that size because it brings a level of comfort, if you can call it that, to offshore racing. As it happens, I had sold this boat not long after I had bought it, so I knew we only had it for a season, but we enjoyed it that much that it set my sights on another boat of this size.

Above: the first CF520 is well underway at Fibre Mechanicsʼ hi-tech factory in Lymington. Looking rather like a scaled up Rán VII, it will be lighter, stiffer and a whole metre wider than a TP52. And with more sail area it should be even faster but more versatile... and also less expensive!

‘My objective was to create a raceboat for a combination of inshore and offshore racing, events like Ramsgate, Cowes Week, Cork Week along with two or three RORC races during the season and of course the Fastnet. I’ve done 23 and I’d like to do some more. After that, the plan would be to ship it to the Caribbean for the 2022 season, so it is important that Oystercatcher 35 is versatile.’

As you might expect of someone who has built a successful and world renowned company building boats for others while creating his own long list of dream machines, Matthews has been very hands-on with this latest project.

‘As well as the competition afloat, I love the design and build aspects of any racing project,’ he continues. ‘But I’m also very clear about the kind of racing I like doing and the people I want to race with. So, while I wanted to have a 50-footer, I really didn’t like the idea of needing about 15 crew all the time to race it, especially offshore.’

Above and below: built employing intermediate modulus carbon and para-aramid honeycomb sandwich throughout, the CF520 is a true grand prix racing machine. A short run of semi-custom boats is now planned, so robust production moulds have been made for all key components and a wide range of equipment options are available

It’s an interesting point and not just from an owner’s perspective. Many a small yacht club has seen reductions in fleet numbers in its local racing with the arrival of larger boats that require a stack of crew on the weather rail.

‘I’m much more interested in sailing with 10-11 crew, which is far more manageable,’ he continues. ‘This was one of the factors that led us to consider water ballast. We have a 510-litre tank on either side in the aft quarter which gives us the equivalent of four people on the rail. This stiffens the boat up by giving you 15 people on the rail when you need them, but when it goes light or if you’re sailing downwind, you dump the water and are 510kg lighter.

‘We don’t know yet how IRC will treat this from a rating point of view, but the reality is that if it isn’t everything we’d hoped for, or it attracts a big rating tariff then we will simply decommission it. It’s not a huge expense and if we don’t use it, we’re not carrying extra weight around.’

But there were other areas that were considered that didn’t make it into the final design, among them powered winches and a lifting keel.

‘I’m not keen on powered winches. You get punished on handicap and I think it takes something away from the physical side of racing. On the other hand, given the shallower waters on the UK’s East Coast I would have liked a lifting keel, but it looked like being a heavy and costly option and one that brought a degree of uncertainty as to whether it would be reliable enough.’

The CF520 is certainly a striking looking machine. Overall, with her aggressively chamfered topsides forwards, a Dreadnought-styled bow and a 2.1m long bowsprit, she has plenty in common at a first glance with Fast 40+ Ran 7 as well as some of the latest Imoca 60s.

The similarity in appearance with Ran 7 is no coincidence, both boats were drawn by Shaun Carkeek.

‘With Ran 7 we set out to design the fastest 40-footer that we could and it’s been particularly rewarding to see her exceed even our expectations,’ Carkeek says. ‘The CF520 is similar in many ways in that we are again looking to take this size of boat onto another level, while at the same time creating a boat that is both versatile in its ability to handle inshore and offshore sailing, as well as appealing to a wide range of owners and crews.

‘We set ourselves an ambitious goal in looking to achieve a boat that was more powerful and lighter than a TP52 and one that was not focussed on simply windward/ leeward racing in flat water.’

One of the key ways in which Carkeek believes this has been achieved has been with the water ballast which allows the boat to be moded in different ways. But he is also quick to point out the additional beam which, at 4.96m is a metre wider than a TP52. This contributes to a significantly more powerful hull, yet without adding wetted surface area. He also points to the twin rudders as being another of the keys.

‘A single rudder may be the obvious choice for an inshore boat, but we did a number of detailed studies that kept confirming that twin rudders provided a design that was quicker across the broad range of conditions that we were aiming for. Having said that, making sure we achieve good balance and feel has required tweaks in other areas of the design that included moving the mast position aft.

‘This has had a circular effect in that bringing the mast back also reduces the tendency for the boat to trim bow down while also allowing the crew to push harder up the wind range. Of course, this is where twin rudders are especially good. The bottom line is that this boat will be lighter, have more stability, a taller mast, more sail area and a more powerful hull than a TP52.’

Meanwhile, her builders also see this as a boat that could mark a new step change for the 50ft scene.

Click here for more information on Fibre Mechanics »

From Mules to Maxis, Moore Brothers now does it all (and rather well)

Young and nimble, or experienced and established? Composite fabricators Moore Brothers might just be the best of both worlds.

When Sam and Oliver Moore first set up their own composite shop in 2014, they’d already learned from the best and quickly attracted high-end clients. Three years later they acquired Composite Solutions Inc (CSI) from their mentor Jeff Kent. Since then they’ve established several other strategic partnerships with designers and fabricators, thanks to a fast-growing reputation for repeatable accuracy and a willingness to take on the more challenging jobs. From designing and fabricating America’s Cup components and Grand Prix foils to high-end drones for aerospace start-ups, they will do whatever it takes to make each project a success, on time and at a competitive price.

Heritage of innovation
Oliver and Sam grew up building and fixing boats with their uncle, Steve Clark. ‘We wanted to sail International Canoes,’ Oliver explains, ‘and the only way you got one was to build your own.’ After two C-class catamaran campaigns and earning engineering degrees, they came back home to work their way up in the bustling Bristol boatbuilding scene.

Oliver spent two years as an engineer at Hall Spars before he and Sam set up a CNC machine in their garage and went out on their own. Their plan was to build tailored skis, but before they were even fully up and running a project manager asked if they could build a complicated boat part. They set aside the skis and turned fresh eyes to solving marine engineering problems, leaning on experts like Jeff Kent for advice. As the owner of CSI, Jeff was flat out building custom parts for high-end boats like Puma, Comanche and countless Goetz projects, and he was happy to share his knowledge with such a young and hungry pair.

From mentor to partner
Three years later, Jeff told the brothers he wanted to work for them instead of running his own shop and CSI became part of Moore Brothers, a partnership that merged his high-end expertise with their youthful energy. Shortly afterward, Bella Mente Racing became their first major joint client. The combined company now occupies two floors of a 5,000 ft² shop, has 10 employees and takes on a wide range of projects.

At the America’s Cup level they’ve built booms, fairing pieces and spreaders for American Magic’s test mule and completed several undisclosed parts for the team’s final AC75. They also have ongoing contracts as the supplier for drone parts and with Melges Boatworks to produce all their keels.

Main picture: foils are ʻoftenʼ a challenge to build because of the huge working loads they have to endure while holding their shape precisely – or even more challenging by deflecting by designed amounts. Moore Brothers recently made this custom prototype foil for an undisclosed 30ft foiling monohull.
Below: marine composite innovation. This single sided foil tooling was made possible by advanced 3D-modelling and CNC cutting of the different plies

Not every project requires such elite treatment, though. When local boatyards need a rudder rebuilt on a stainless steel post, they do that too. ‘We spend a lot of time making sure we're delivering good value,’ Oliver says. ‘We design the process to get you a nice high-quality result at an accessible price. Whatever the project, we’ll make it happen.’

CNC workflow
From design to final product, Moore Bros rely on the programmable accuracy of CNC technology. ‘I use a CNC machine like a table saw,’ Oliver says. ‘Even for repairs, I start by drawing on the computer.’ Naval architects and boatbuilders around the world are able to subcontract their most difficult parts out to Moore Brothers, knowing the end product will fit and perform as promised.

A perfect example is the Botín 55 Outlier. When builder Brooklin Boat Yard needed a rudder, chainplates, quadrant, bowsprit and masts for radar and wind generator that would all fit perfectly once the boat was finished, they called Moore Brothers. After the boat was launched, it needed a second rudder to improve offshore handling and Oliver and Sam got another call. ‘The yard was just thrilled, because it showed up in a box and it plugged right in. Not everyone can do that,’ Oliver points out. And because it was designed and manufactured on the CNC machine rather than handshaped, they’ll be able to produce another rudder that fits just as perfectly, if that’s ever needed.

Band of brothers
Oliver and Sam split the nitty gritty of running the business and they’ve strategically built a workforce that places innovative youngsters just out of school side by side with composite industry veterans. The goal is to maximise knowledge transfer, while continuing to innovate and improve.

They know they’re the next generation of Bristol boatbuilders, but even three years after merging with CSI, they are very conscious of the help they received from mentors like Jeff Kent and Steve Clark. As Oliver puts it, ‘we have done our best to learn from them and yet make sure we're moving forward.’

Nimble AND experienced – the very best of both worlds.

Click here for more information on Moore Brothers Company »

Something top athletes all like to tell you. So David Munge found some rather expert help to unravel what it is that they actually mean

In boxing it probably means getting up off the floor and knocking your opponent out. In rugby or American Football it might mean going through a pain barrier to score a try or touchdown. However, in such a complex sport as sailing, could it be understanding how the brain works well enough to train it to adapt and learn new pro - cesses, bringing tangible advantages even to the very best? Former Finn racer, Star crew, youth mentor and before that a force on the rugby pitch, David Munge was intrigued enough to get hold of two of the best people he could find to dig deeper…