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www.yachtingworld.com•2mo

From the bonkers to the brilliant: The definitive top 100 coolest boats of all time - Yachting World

How do you define ‘cool’? It’s an unquantifiable quality. What’s cool to one person, might be banal or brash to another. But when it comes to boats, like people, some just have it. That vibe. That authenticity. That swagger. That je ne sais quoi. That undeniable cool factor. Over the years we have asked some of the most successful sailors, designers and other leading lights in our sport to choose their ‘Coolest Yacht of all Time’. For 100 issues they have featured on the back page of Yachting World, from dinghies to dhows. With a century of nominations to consider, we’re trying to answer that unanswerable question: what makes a yacht cool? When we ask for a ‘Coolest Yacht’ nomination, it’s a pretty open brief: sailors can choose any boat that inspired or excited them, or they found memorable or iconic. It can be the boat they most loved sailing, a boat they wish they’d sailed, or made a formative impact on their sailing career. Our only stipulations are that it is, ideally, not a boat that has been chosen before, but – as you’ll see from the list – some have been popular choices. We also request pro sailors don’t automatically choose their current campaign, though a few have made it onto the list by dint of being, well, pretty darn cool. Otherwise, the choice is theirs. So, what are the coolest boats ever? And which gets your vote? Pure brilliance If ‘cool’ can be decided by the popular vote, then the most-read nominations here on yachtingworld.com offer three stand-out contenders. Luca Bassani, the visionary founder of Wally Yachts, nominated Windward Passage. “For a long time she was the fastest boat in real time in the SORC regattas – ie the world’s fastest boat – and she can be considered the first modern maxi yacht.” Designed by Alan Gurney as an ocean record breaker, Windward Passage’s semi-planing hull was beamy with a shallow canoe body, fin keel and an elegant run aft to a broad transom – a shape described on launching as a ‘73ft dinghy’. Successes included a race win and course record for the 1971 Transpac Race. “A true yet forgotten myth,” concludes Bassani. Navigator and innovator Stan Honey voted for the Cal40. The cruiser-racer has iconic status in the United States, famed for its downwind surfing performance. With its flat-bottomed hull and separate rudder and keel, “The Cal40 revolutionised yacht design,” says Honey. “All ocean racers that came after had the fin keel and spade rudder that the Cal40 proved in the mid-1960s. “The Cal40 remains competitive in racing and an easy-to-sail, well-mannered cruising boat, perfect for a couple,” he adds. “One aspect of owning a Cal40 is that everywhere you go folks come by the boat and tell stories about how they love the boat. “It’s like driving a 1965 Mustang, everybody has fond memories. The Cal40 changed the design of offshore sailboats, like the ‘65 Mustang changed the design of cars, forever.” Our single …Continue reading »
www.yachtingworld.com•3mo

3 next-generation trimarans shaking ip the market - Yachting World

Smart glass cabins, modular flat-pack builds, twin engines, and structural loads routed directly through the coachroof, the latest generation of performance multihulls is throwing out the traditional rulebook. While trimarans were once strictly the domain of ocean-racing speed demons or spartan cruisers, three bold new designs are proving that three hulls can deliver the ultimate blend of pace, protection, and luxury living. From Grand Prix naval architects to boutique boutique builders, here are the three brand-new trimaran concepts redefining what it means to travel fast on the water. VMG 53 Space, speed, safety and cutting-edge style are elements we’ve seen combined successfully on a performance multihull before… Arguably not on a trimaran, though. Gunboat seemingly invented the concept of performance luxury cat cruising around 25 years ago, when it offered unseen Grand Prix speeds in a comparatively easy-to-handle package with new areas of living space. It has been much imitated since, albeit still on two hulls. Now, after three years in development, new US company VMG (Velocity Made Good), is launching what it considers the future of luxury production multihulls with its new trimaran range. And it gains instant credibility from the companies it has brought together to help realise this, using some of the industry’s leading designers and builders. These include VPLP and Thorne design, interiors by Christophe Chedal Anglay (also Gunboat) and manufacturing at composite expert Oliver Dawson’s Evolution Marine in South Africa. “For decades, the industry has watched VPLP’s trimarans dominate the world’s oceans, long anticipating the day this technology would be realised in a commercially produced vessel,” states VMG. The initial concept belongs to Mike Schwartz, who I met alongside his co-founder, Karl Reed. The pair have long envisaged a fast cruising trimaran, but one with features that include easy sail controls, twin engines and a tender garage – elements that bring it right up to date with today’s expectations of luxury performance. The use of twin engines on a trimaran is perhaps a first, a concept that should offer redundancy and manoeuvrability without today’s reliance on thrusters. The idea also makes space in the central hull for a tender garage. The argument here is that multihulls have long relied on davits, which can be an awkward way to retrieve a dinghy, and result in hanging a large weight right aft. Schwartz wanted the type of tender garage a large monohull offers, which enables one person to easily operate it and helps centralise weight more. Other notable elements VMG offers include a forward sail pit and a smart glass-controlled cabin on the main deck level. Large cats are often offered with aft helms for a direct steering experience, or a single forward cockpit and helm. The VMG 53 provides both. The latter also links to a forward sailpit, again a little like early Gunboat designs. This facilitates sail controls from one position, including the hidden powered daggerboard, while this area is a comfortable space to seat guests. Anyone who has stepped aboard a Neel will know …Continue reading »
www.yachtingworld.com•3mo

The 50 knot problem: Why sailing’s magic number has been beaten but not defeated - Yachting World

The trouble with round numbers is they always feel a bit artificial, especially when we’re talking about limits. Sailing’s so-called ‘sound barrier’ at 50 knots is a perfect example. Surely it’s just too convenient that such an easily remembered half century should be a genuine physical hurdle for speed sailing? The limit seems especially weird when you consider how long this human-defined target has been in place in light of major technical advances over the last three decades. But remain, it has. Breaking through that ‘barrier’ without spinning out has absorbed thousands of hours of design time as teams have tried to engineer a way to get to the other side. And while it is true to say that it is no longer the complete obstruction that it once was, it is also true that bad things still happen when you get to 50 knots, in particular cavitation. Paul Larsen’s Vestas SailRocket 2 is the only one to have completely smashed it – getting well into the 60s with peak speeds getting close to 70. But to get there took some drastic last-minute modifications fuelled by gut feeling rather than science. So perhaps it’s not that surprising that today there’s quite a gathering of craft around this speed threshold. In the right conditions America’s Cup boats and the SailGP F50s slip through the red line on a slingshot bear away at the top mark. And when you ask the helms about how it feels you’ll get the same answer every time: sketchy, or words to that effect. They describe how the boat has taken control and they’re simply along for the ride until the cavitation stops. At the other end of the scale, the 32m Ultim tris up on their foils are cruising along in the mid to high 40s with the occasional nudge at the magic number. While the latest launches in the IMOCA fleet are a little behind this, it’s not going to take much to see these 60ft monohulls in the same territory if they’re ever allowed to put T-foils on the rudders. What’s particularly interesting is the number of different approaches to raising the speed bar along with how ambitious some teams are in tackling the challenge. Currently my favourite extreme project is the latest Ultim, Gitana 18. Article continues below… Technical aspects such as the A-frame rudders, the Cup-style canting T-foil arms and the swinging spreaders, to name just a few, are very impressive – advances that potentially put them ahead of the competition. This team has been working together for decades, nudging the bar year by year and by doing so have delivered a track record for success. But the machine that took my breath away the other day for its brazen ambition is the 100ft offshore flying monohull Ferrari Hypersail that’s due to be launched towards the end of the year. The thought of what it will take to lift this beast onto its foils as it cruises at over 40 knots is …Continue reading »
www.yachtingworld.com•3mo

The wallyrocket phenomenon: a stellar debut for the new pocket fleet - Yachting World

The emergence of the new wallyrocket fleet has sparked ‘wallyrocket Mania’ – a phenomenon driven not by marketing hype, but by performance on the racecourse. In a remarkably short period of time, the latest addition to the Wally performance ecosystem has established itself as one of the most convincing new racing platforms to hit the sailing scene in recent years. Few new designs manage to prove themselves across such a broad range of conditions and racing formats so quickly. The wallyrocket has done exactly that, with both the wallyrocket 51 and wallyrocket 71 models demonstrating their competitiveness straight out of the box. From its very first appearances, the fleet has captured attention not only for its striking design pedigree but, more importantly, for its ability to deliver immediate competitiveness. Rather than spending seasons validating concepts and refining potential, the boats have arrived ready to race — and ready to perform. This is ‘plug-and-play’ racing, with boats reaching the podium at the season’s major regattas just weeks after hitting the water. The rewards can come quickly in the coolest owner-driven class around. A pocket fleet with real impact The current fleet may still be relatively small, but its influence has been anything but. With three 51s already racing and another three expected to hit the water within the year, wallyrocket has rapidly evolved beyond the prototype stage into a genuine racing fleet. The early critical mass has already created meaningful competition on the water, generating close racing, valuable benchmarking opportunities and growing interest among owners and professional sailors alike. What stands out is the speed with which the class has developed credibility. Rather than isolated performances, the fleet has demonstrated consistent competitiveness across multiple events, confirming that wallyrocket is already delivering real racing value. Formidable in every wind condition Perhaps the most impressive aspect of the wallyrocket debut has been its versatility across an exceptionally wide range of conditions. In light air, the platform has shown impressive efficiency and responsiveness, converting even minimal breeze into performance. As conditions build, the boat reveals a balanced combination of speed, stability and tactical agility, allowing crews to remain aggressive while maintaining control. When stronger winds arrive, the design continues to impress with confidence-inspiring handling, power and reliability. The result is a racing yacht that has proven itself formidable in every wind condition – a characteristic that remains one of the most difficult achievements in modern yacht design. Competitive across every format Another defining feature of the wallyrocket concept is its ability to excel across multiple racing environments. The platform combines the acceleration, manoeuvrability and tactical responsiveness required for high-level inshore competition with the stability and consistency needed to perform offshore. Just as importantly, it has demonstrated the flexibility to compete successfully under both ORC and IRC rules, broadening its appeal for owners seeking maximum racing opportunities. In a landscape where many designs are increasingly optimised for a single purpose, wallyrocket offers something different: a genuinely versatile racing platform capable of delivering results regardless of …Continue reading »
www.yachtingworld.com•4mo

World's coolest yachts: Grainger 075 - Yachting World

“Boat ‘cool’ has gone up a notch recently with foilers doing some serious speeds. The 49er has a special place in my sailing history, while the Moth and Switch are amazing boats to sail. But it’s a completely different craft that wins my coolest yacht award,” says Hiscocks. “I came across an 8m Grainger-designed trimaran some years ago that inspired a four-year renovation project, launching just over a year ago.” The trimaran was a Grainger 075, the first design by Australian Tony Grainger. The first 075, called Born to Run, was launched in 1986 and caught plenty of attention with its performance at Hamilton Island Race Week that year, inspiring many fast trimaran designs. Time Machine (pictured above) was a modified version of the same design specifically for racing. “This genre of small multihulls are fast enough to need some due diligence, there is just enough room to eat and sleep, heaps of hang-out space for family while all the shoreside bits can be managed with the minimum of help,” Hiscocks adds. Grainger 075 stats rating Top speed: 20 knots LOA: 8m/26ft Launched: 1986 Berths: 4 Price: from £25,000 Adrenalin factor: 80% Simon Hiscocks Simon Hiscocks is a British double Olympic medallist in the 49er skiff (silver at Sydney 2000 and bronze at Athens 2004). Now a boatbuilder in Weymouth, Hiscocks sails a foiling International Moth and is instrumental in the new Switch foiling one-design class. He cruises his Grainger trimaran with family. If you enjoyed this…. Yachting World is the world’s leading magazine for bluewater cruisers and offshore sailors. Every month we have inspirational adventures and practical features to help you realise your sailing dreams. Build your knowledge with a subscription delivered to your door. See our latest offers and save at least 30% off the cover price. Note: We may earn a commission when you buy through links on our site, at no extra cost to you. This doesn’t affect our editorial independence.
www.yachtingworld.com•4mo

Weaving through the crowded skerries of Norway and Sweden by boat - Yachting World

After many years of cruising in Scandinavia it never ceases to amaze us how many beautiful places beg to be explored along the island-strewn coastlines. It would take a lifetime to see it all. As always, our fingers eagerly wandered over the charts in winter, looking for a lovely place to sail the following summer. “How about the Oslofjord?” Wietze muses. The more I look at it, the more I like it: lots of options for sheltered sailing between the islands, or coastal sailing just offshore. Slow and leisurely sailing with daily distances of 15-30 miles, exploring as we go along. The city of Oslo lies at the end of a 50-mile deep fjord. Leading up to the Oslofjord, the Norwegian coast to the west of it has many attractive places to sail to. To the east, the Swedish coast is just as enticing for summer cruising. “Let’s do it clockwise,” I suggest. With prevailing south-westerly winds, we should have an easy sail to Mandal in the south of Norway. We plan to follow the Norwegian coast to the east, sail up to Oslo and then head south along the Swedish coast. Wietze agrees and we start plotting our courses. A strong northerly keeps us waiting on the Dutch island Vlieland for well over a week. When we spot a gap, we go for a quick two-day crossing to Thyborøn in Denmark. Another brisk 80-mile sail brings us to picturesque Mandal, up the winding river to the town jetty. Strange triangular structures in the river mouth are reminders of the salmon fishing days of the past. Nowadays, cruise ships anchor outside Mandal, with their guests flocking ashore to see the lovely old wooden houses in the town. The south-westerly breeze stays strong, so we potter through the skerries along the coast. With no waves, just the unfurled yankee and a keen eye on the charts, it makes for a blissful day cruising the ‘Norwegian Rivièra’. There are many small yacht clubs offering berths to visiting yachts, but also plentiful anchorages and ‘nature harbours’. You can tie to a rock and spend the night, or use one of the wooden jetties in the nature parks. One of the most spectacular is near Ny Hellesund. The Olavsundet is an oval-shaped, fully protected anchorage with two narrow entrances, one in the north and one in the south, making this a popular spot on the south coast. The wind has resumed its normal south-westerly direction, so we have an easy sail to our next stop of Kristiansand, a big city with a famous fish market. The old harbour area has been upgraded in a spectacular way, including the Kunstsilo – a museum of modern art in old grain silos, right next to the new opera house. Norwegian highlight “Are you sure?” Wietze asks nervously, looking up to our mast head. I check the charts for the 20th time and nod, although I feel a slight tinge of doubt. We’re about to enter one of …Continue reading »
www.yachtingworld.com•6mo

Going once, going twice... buy your dream boat at auction! - Yachting World

So, it may seem obvious that the sumptuous 41m ketch Surama – built by no less celebrated a yard than Royal Huisman in the Netherlands – is also due to be auctioned by specialist Boathouse Auctions in May. After all, when it comes to genuine sailing boats, there is little more luxurious than a Dutch-built yacht of this calibre, signed by illustrious designers including Ted Hood and Andrew Winch. Well, you’d be wrong. Not about the luxury – that is evident for all to see. But about the auction route. Vanishingly few boats get sold this way, with many waiting years for an ironically illiquid market to finally cough up a committed buyer. Just as Surama set a high bar when she was built in 1997, so she is still shaking things up today by testing herself at auction. Boathouse Auctions favours a simple process, starting on 7 May and running until 12 May, when Surama will belong to the highest bidder. The auction takes place in collaboration with Burgess, central agent for the sale of Surama, and is conducted entirely online for a global audience. Bidders just need to register in advance and pledge a deposit to demonstrate their seriousness. What might surprise you more is the starting price. A million euros is objectively a lot of money, but for a yacht of this size and pedigree, it is an absolute song. In fact, Surama is valued at close to €5m, meaning that a savvy buyer could strike a very advantageous deal indeed. It is not hard to see where that valuation comes from. Built in aluminium by one of the world’s premier sailing shipyards, the structure of the boat and its engineering are beyond reproach. What’s more, her very experienced build owner took exceptional care of her, with a far-reaching 2017 refit to keep her in top shape. Ted Hood’s renowned abilities have resulted in a sweet, fair hull that permits exciting performance under sail and incredible stability and seaworthiness. Surama has put both elements to the test repeatedly as she carried her owner between the Mediterranean and the Caribbean, benefitting from the remarkable versatility of her ketch rig. Andrew Winch took on the interior design, describing her as “a young boat for an owner who will always be young at heart”. He took a contemporary approach which looks every bit as relevant today as it did when the boat was first launched. Pale upholstery, headlining and panelling are enlivened with playful splashes of colour in the soft furnishings and offset by deep gloss mahogany cabinetry. A palatial owner’s cabin runs the full beam of the boat aft, cleverly divided from its own private saloon by a glass bulkhead which can be covered by a blind for privacy. This underscores the family character of the boat, but also allows both spaces to make the most of the abundant natural light. Two further guest cabins, each including a Pullman berth, complete the accommodation for up to eight. There is …Continue reading »
www.yachtingworld.com•6mo

The unsettling silence following the Auckland SailGP collision - Matt Sheahan - Yachting World

The shockwaves from Auckland in February are still resonating. Since the dramatic collision in the second event of the current SailGP season, at the time of writing few official answers have yet been given as to what would be done to reduce the risks in future. Meanwhile the crash, which left two crewmembers in hospital with serious injuries, has prompted much discussion, especially among professional sailors. Many remain shaken by just how close the collision between the French DS Automobiles team and the Kiwi Black Foils came to tragedy. Luck played a huge part in avoiding a tragedy and that’s what’s been so unsettling. And it’s not just sailors. I’ve been told there’s growing unease within some technical and support areas, to the point that some are questioning whether they can continue. Choosing between career and principles is not an easy decision to make and so it’s hardly surprising that few, if any, want to speak publicly. I fully accept that it’s easy to be wise after the event, to call for changes and expect things to happen in an instant when the reality is far more complex and where speculation and knee jerk responses are far from helpful. It’s not an easy path to tread, especially when the frenetic pace of a busy and ambitious schedule means that the show has to go on. But what worries me is the radio silence from the organisation following the accident. Aside from some words from SailGP CEO Russell Coutts in the press conference at the Sydney event two weeks later, and a single feature on their website about the initial findings, there has been barely anything else said. As you might expect I asked SailGP several times for an interview but, despite agreeing in principle initially, I was told just before their next GP in Sydney started that no-one was available for comment. Instead, I was re-directed to the press conference. In this rather one-sided affair Coutts acknowledged there’d always be things to learn. He pointed out that the process is more involved than people might imagine, that the details of the crash were being investigated and that there could be future modifications both to the boats and their systems. He also said changes to crew clothing along with physical changes to the boats to offer more protection were all under consideration. “There’s a lot to go through,” he said before adding that actions taken for the Sydney weekend were a big step forward. Yet there was no mention of what those changes actually were. Split fleet racing was also discussed where Coutts said that while this wouldn’t remove all the risk, this format was already the intention for next season where there’d be 14 boats taking part. The cause of the Kiwi F50’s spin out has been discussed in detail. Essentially, SailGP’s findings point to an excess of ride height allowing the boat to skid sideways, developing more lift than could be scrubbed off with a change in angle of …Continue reading »
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Connor Hughes

10mo

@Connor_J_Hughes
Sources: #Giants are “all-in” on John Harbaugh right now. He’s the No. 1 coach on their wish list. Just about every team has interest in him (obviously), but the other that I heard is increasingly interested is the #Falcons
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