The INEOS America’s Cup team has built on it’s relationship with Mercedes Formula 1 engineers to develop it’s Britannia AC75. Andre Cotton reports…

The America’s Cup yacht race has long been associated with advanced technology. For the 2021 edition in New Zealand, Britain’s INEOS crew joined forces with the Mercedes Formula 1 team of engineers to help in its quest to win the coveted title.

The relationship was developed late in the competition, when the team was struggling to achieve the desired results. That meant the engineers had only limited time to step in, but the outcome was undeniable. The team recovered form and, although it didn’t win the competition, it certainly felt the benefit of the relationship.

That, then, was the cue to continue into the 2024 edition together. Starting earlier this time, and more carefully allocating resources from the beginning, the development path of the team, the boat and the project was extreme.

The design team of the 2024 boat moved close to the Brackley F1 headquarters, to an airfield with a hanger large enough to house the build of the vessel. That allowed the Britannia yacht designers to integrate fully with the Formula 1 designers and engineers, making full use of the latter’s available facilities. 

Test Boat

One of the decisions taken early, and as a result of this move, was to build a test boat, rather than adapt the previous competition boat, or work on an existing AC40 yacht (a smaller version of the AC75 that would be used in competition).

Using the Formula 1 team’s expertise in producing prototypes to a tight schedule, and now to a cost cap, played a key part in making that decision.

‘The famous saying in sport is that you can be over budget, or behind on your timeline; hitting both is pretty hard,’ says Sir Ben Ainslie, the skipper of the crew, team principal and CEO of the INEOS Britannia America’s Cup project. ‘In sport, you have to make the timeline, because they are not going to postpone the start of the race for us.

‘We had a big decision to make early on I the campaign, whether or not to build our own test boat. We could have had the same as the other teams, which is one design [the AC 40] and bolt on your open foils and control systems. That’s a much easier way of doing it.

‘However, we made the decision that we wanted to design and build our own test boat, given the partnership with Mercedes, because a lot of the designers there had never done that. It was well worth the process to go through because it highlighted a number of areas we needed to improve on for the eventual race boat.’

The test boat turned out to be more important than first realised. By the team’s own admission there was a lot of over engineering in it, so the second version, that which competed in the 2024 competition, was revised and much more effective. 

‘Last time around [in the 36^th edition of the Cup], we were supporting certain specific things, whether it was along the areas of controls, some specific engineering design and testing and some other software-related tools,’ says Geoff Willis, former Chief Technical Officer in Formula 1 who now holds the same position on the America’s Cup team. ‘This time, it’s been very much integrated.’

Skill Alignment

Many of the Formula 1 engineers that helped with the design and build of the INEOS Britannia AC75 have now returned to their regular jobs on the grand prix team. Before they did, though, they worked on all parts of the boat, alongside the experienced yachting design team, assisting in CFD, cell design simulation, software, materials, composite design and powertrain.

‘Clearly, there are experiences and skill sets that are different between the two groups, but I think it’s worth rewinding a little bit and re, emphasising just how impressively overlapped the F1 world and the yacht world is,’ says Willis. ‘Consider that we’ve got carbon fibre composite structures, mechanical systems, transmission systems and hydraulic systems, with electro hydraulic- control pumps. We also have lots of aerodynamics and hydrodynamics; let’s just call it fluid dynamics. It’s pretty much the same. 

‘Mathematically, there’s a couple of features that would be new to the F1 world, specifically hydrofoils with cavitation and ventilation. But for all the fluid analysis, all the aerodynamicists in the F1 world would have been well aware of that in their background, training and experience. So, you’ve got all these areas of technical expertise, which are amazingly well aligned.’

Grand Prix / America’s Cup: Cultural Differences

Grand Prix teams generally have a stable core that develop cars together and compete multiple times per year. To do this, they have teams of designers and engineers in the team HQ, but in the America’s Cup there is a small group that generally compete every couple of years, in regattas building up to the main competition, and then the competition itself. 

‘A difference in culture is that the Formula One teams, for the main part, have had lots of continuity and stability,’ confirms Willis. ‘Decades of it, and this has allowed the teams to build up an enormous base of team-centered IP capability and technology. People do move between teams, but the team doesn’t lose the stability.

‘With the possible exception of team New Zealand, [the America’s Cup teams] are much more episodic. Come together, work together, work out how to do it. And then a certain amount of that is dissolved at the end of the Cup cycle. Then the next one moves on.’

Using the stable core, the INEOS Britannia team started work early on the 2024 contender. The rules allow for one test boat to be built, and one competition vessel to be built, and that’s the route they chose to take.

‘The protocol allowed us to build three foils with the wings and flaps, with fundamentally the same design,’ says Willis. ‘You can have evolutions of them, but you can’t have completely different concepts of 80 per cent of your foils. The 80 per cent of the foil that goes on the boat must be from common stock, what’s called the immutable part. That put us in the situation of asking what are we going to do with the time we’ve got until we have to commit to design before manufacturer until we go testing on the water?

Maximising Opportunity

‘There’s clearly a lot of opportunity, so we wanted to make sure we best used that. We could either sail the old yacht, or there was the proposal for the AC 40s – this small class of single design foiling yacht, built by Team New Zealand – or build a test yacht ourselves. Given some of the uncertainties at the time about when the AC 40s would become available, and not knowing what sort of opportunity we’d have to experiment with them, we decided the best thing to do was to build a test platform, and use the knowledge we already had about the previous race boat.

‘As it turned out, it also proved to be a very useful tool for testing the whole team as an organisation.

It wasn’t all plain sailing though.

‘We got a number of things wrong with it. We were also late with it, and it was over complex. By the time we got some of the test systems in place on the boat, we pretty much already knew the direction we wanted to go, so it became sort of more confirmatory rather than exploratory. 

‘I don’t think any of that made it any less useful though. To be able to say, 14 months out [from the competition], in early April, we were going to put the boat in the water and go sailing in a sensible way. We achieved that, and I don’t think we would have been able to deliver on time, and with the level of reliability, had we not done the test boat in all its detail. We learned a lot as an organisation from a technical point of view, and exercised a lot of the test rigs that we built using the F1 culture.’

Stress Testing the Boat

America’s Cup rules do not allow boats to be tested in a wind tunnel, water tunnel or turning tank, so aerodynamic tests can only be carried out in open spaces. However, for such things as foil arm control, loading rigs, actuators and other mechanical parts, there is no such limitation. This testing was done at the base on the Western airfield, where the boat was put together. It was even stress tested there, turning the hull upside down and applying weight. Failures here are less stressful than on the water for the design engineers.

‘We took the approach where nothing goes on a car unless it’s been tested first,’ says Willis. Having built the two boats, the team developed its crew of data engineers to quickly and accurately analyse the huge amount of data coming from the competition boat. According to Ainslie, much of the development work is done between the start of the America’s Cup – this year in Barcelona in August – and the main competition at the end of October. 

With more than 700 sensors on the competition vessel and 30,000 data channels, there’s a huge amount of data coming from the boat that needs to be curated into information that can be analysed and used properly. 

Typically a Formula 1 car produces gigabytes of data per run, all of which needs to be downloaded, transmitted back to base and plugged into a simulator, so the testing can continue in a controlled environment. It’s a similar story in America’s Cup competition.

Support Act

‘We have what we call our Sailing Support Room, or SSR, similar to Formula 1,’ says Ainslie. ‘We have an SSR both at the base here in Barcelona and back in Brackley. The data that comes off the boat goes straight to Barcelona and Brackley and the analysis work starts immediately in terms of what are we seeing? If we are not hitting our numbers, why not? Then what can we do? It can be anything from straightline performance to the manoeuvres, so that’s incredibly useful in terms of our rate of learning and development. 

‘It’s not totally new. We had something similar in 2017 in Bermuda when we had a data stream back to our base, which was then in Portsmouth, but it was not on the same scale, or at the same level of resource we currently have at Mercedes.’

The Formula 1 cost cap regulation means a number of engineers and team members have to be found other programmes. These could be other racing series, such as the Le Mans Hypercars, or, in this case, working on yachting.

From an F1 engineer’s point of view, there are several attractive traits of America’s Cup competition, including more freedom to design, a different set of parameters that the boat faces, as well as interpreting data. Let’s not forget that, like F1, these are incredibly competitive teams, for whom winning is the only goal.

Mercedes X INEOS: Resource Management

One of the key challenges, then, is effectively managing the engineers in an unfamiliar environment. That’s one of the crossovers from racing to yachting that the Formula 1 team can help with. A Grand Prix team of the 1990s comprised tens of people, but today that number can be north of 1000. Scaling up is one thing, but to do it efficiently is another matter entirely. Although the America’s Cup team is split roughly evenly between the yachting engineers and the grand prix team, integrating the increased manpower into an effective team was one of the hurdles to overcome.

‘We certainly wouldn’t do anything within the Cup programme that was materially beneficial to a Formula One design, but it does two things,’ outlines Willis. ‘It allows you to take your Formula One designers out, give them a new challenge, and it’s quite a mentally refreshing challenge. People have to think through a different set of regulations, and that stimulates the how can I get around these rules? How can I explore these ones? It opens up new engineering problems, allows you to explore ways of dealing with them, maybe ways that you might not have thought of in a different environment, which might lead to a sort of reset on how you tackle problems in general. 

‘I think we found all of the people that worked. I wouldn’t say 100% of them, but the vast majority, and probably 90 plus percent have found it very positive. It’s also a way of retaining really good skill when we’re down to this cost cap, sort of micromanagement of the number of people we’ve been able to use, and to get them off the F1 books for a while.

‘We’ve been able to flood the Cup programme with F1 people when we don’t necessarily need them in F1, but desperately need them in the Cup, though not for the whole three years. So there’s been a lot of use there, and that’s clearly beneficial to the cost cap side.’

Platform Stability

One of the big challenges the engineers face is accepting the difference between a grand prix car that operates on a relatively stable platform, and a boat that does not. Sometimes the seas can be choppy due to wind, other times flat and calm, and each condition, each wind or wave profile, requires a different mechanical set up to remain competitive. 

‘They’re very difficult to sail,’ says Willis. ‘We’ve got an extremely noisy environment in which we’re doing measurements. So, unlike lap times, where although you see variability due to track conditions, you can pretty much say, if I put this front wing assembly on it’s predictably going to be a second a lap quicker, we just can’t pick up the relative numbers like that at all on the sea. There’s variability in current, waves, wind, which makes those sort of A-B-A back to back tests extremely difficult. 

‘The combination of that, and the fact they’re difficult [to sail], you need to build up a lot of statistical basis for your pulling these relatively weak signals of performance improvement. What we’ve seen is an underlying performance improvement, right from day one, when the boat has been on the water. More recently, that curve has taken quite a strong uptick.

‘I think what you do is explore lots of parts, of the sort of operational performance space, and then you begin to learn where the gains are. You go through that routine of understanding, exploring, updating your models, updating the quality of the hardware, because you find where you’ve got problems, and you fix that. There is clearly a positive feedback mechanism, both in absolute objective performance, but also your ability to extract that performance.’

Secret to Success 

‘You feel you’re not making huge amount of progress,’ Willis continues, ‘but then it starts gathering pace. I’m imagining everybody will be making huge gains [in the run up to the final competition]. So, the same as in F1, the secret to success here is to ensure your development slope is greater than your competitors, because if it is, you’ll get there.’

This attention to detail is one area Ainslie believes has been a big improvement compared to previous campaigns.

‘It’s a lot harder with an America’s Cup boat [than an F1 car] because it’s much bigger,’ says the four-time Olympic champion. ‘The rules are effectively more open than they are in Formula 1 so you can’t control it in the same way, but we have tried to do that and, in a lot of cases, it’s really paid dividends for us. In other areas, though, there’s a danger that it just complicates the whole thing, and we can’t be doing that.

‘The attention to detail, particularly in areas like fluid dynamics, are something we haven’t been able to match in America’s Cup to date, so that has been hugely instrumental.’

Having spent time in the development phase of the boat this year, the team is already working towards the next competition, possibly in Italy in 2027. The teamWherever it is held, the eam has already learned so much in this project that it is confident it can take even bigger strides in the future. Whether that will be enough to win the next title remains to be seen as others, including Red Bull, are also busy integrating their F1 teams into this extraordinary engineering challenge.

America’s Cup – the challenge

Two preliminary regattas were staged in 2023, using the single make AC40 design. A third regatta was then held in Barcelona, the first time the teams rolled out their AC75 monohull boats, designed specifically for the America’s Cup competition. 

Teams compete for the right to take on the defending champion team from New Zealand. There are two round robin competitions, after which the four semi-finalists qualify. The winning boat of the round robin has the opportunity to select its opponent to race, and then at the conclusion of the two semi-finals, the two challengers meet in the final for the Louis Vuitton Cup. The holder of that trophy then earns the right to challenge the champion team.

INEOS Britannia’s AC75

First introduced in 2018, the purpose-built, 75ft, monohull boats are capable of reaching incredible speeds on the water. The hull is constructed of carbon composite material to save weight, while at the same time retaining the strength needed to deal with the impacts experienced with water.

The foils for the 2024 edition were made later to promote quicker lift and faster flight. Weight has been reduced, partly by hardware advances in electronics, hydraulics and software systems, but also by reducing the crew number from 11 to eight.

Some of the boat is spec, including the mast, rigging, foil cant arms and cant hydraulics, but much of the rest of the boat, including the control systems for these cant arms, as well as the design of their trailing edge, is free.

The yacht measures 20.7m in length and weighs 6.5t. Its mast is 26.5m high and top speed is in excess of 50kn. 

Toto’s Legs

One of the big changes to the competition this year is that all the boats are using ‘cyclors’ to generate the energy needed to run the hydraulic power for the control systems for the sails. Cyclors are nothing new to the America’s Cup – they replaced the old generators that were powered by arms, before teams realised legs could produce more power.

The target for today’s boats is to generate 500kW of power in 20 minutes via the cyclors.

When the INEOS Britannia team took Toto Wolff and George Russell out on the boat (Lewis Hamilton skipped the water bit of the tour), they found Toto could generate an impressive amount of power on the bike. Not enough that they would consider him in competition but still notable!

More on the America’s Cup

• Puig Women’s America’s Cup: All-Female Crews Take Centre Stage
• 37th America’s Cup: Key Info, Dates & How to Watch
• America’s Cup Boats: What it’s like helming an AC75
• INEOS Britannia Team Profile: Royal Yacht Squadron
• INEOS Britannia Win: Ben Ainslie’s Team in Louis Vuitton Cup Final

The post INEOS Britannia & Mercedes F1 Partnership: British Tech Transfer appeared first on Sailing Today.

Ahead of the Vendée Globe, our Editor Sam Jefferson catches up with Sam Goodchild, whose Vulnerable is one of the top British hopes for this epic solo round-the-world race.

The 2024-25 Vendée Globe is right around the corner and we’ll be catching up with some of the top racers! But here’s a quick Q&A with legendary British solo off-shore sailor, Sam Goodchild.

What are you most looking forward to on the Vendée?
Looking forward to getting racing and achieving something I have spent the last 20 ears working towards

What goal have you set yourself?
To cross the finish line in Les Sables d’Olonne

What is the main challenge you predict you’ll need to overcome?
Finding the balance of performance vs risk!

What sets your boat apart from other Vendée competitors?
We have a great all around boat. We are never the fastest but never the slowest either. 

What three items of personal kit are you packing?
My daughter’s unicorn that has been with me on every race for the last 5 years. My North Sails Southern Ocean Smock. A spare pair of boots!

Favourite song to listen to onboard?
I’m more of a podcast guy! 

Favourite meal to have onboard?
Nomad Kitchen’s curried fish with rice. So good we eat it at home sometimes!

About the Vendée Globe Race

The Vendée Globe challenges the elite to sail single-handed, non-stop, non-assisted around the world. This epic race takes place every four years, and is contested on 18 metre IMOCA monohulls. Starting and finishing in Les Sables-d’Olonne, France, the 45,000 kilometre course around the globe, includes the three legendary capes (Good Hope, Leeuwin and finally Cape Horn). The international reputation of the Vendée attracts skippers from all over the world – this year we will see 40 boats setting sail.

Show Me More:

• Cannes Boat Show 2024: Top Six New Boats
• Cruising Gone Wrong: Jess Lloyd-Mostyn’s Column
• INEOS Britannia Team Profile: Royal Yacht Squadron

The post Solo Racer Sam Goodchild: Vendée Globe Catch-up appeared first on Sailing Today.

There is an unusual amount of choice on the market when it comes to fitting or replacing a jib furler. Here’s a buyer’s guide to help you find whats right for you!

Headsail furlers

Where much of the sailing industry has seen brands consolidate, furlers are still made by some smaller entrepreneurial suppliers alongside the bigger names.

Costs for a manual furler typically run from around £500 to equip a dinghy up to £2-3,000 for a 40ft cruising boat, although some premium brands are closer to the £6,000 mark. Some also price the luff foil, furling line and fairleads separately, so take care to compare like with like when looking about. Options include a specific Ocean variant for Harken, race variants for several brands and through-deck systems.

While the idea of a through-deck unit nicely tucked out of sight may appeal, it is a fiddly business and one best done on the production line. None of the brands I approached could recall an example of a customer retrofitting under-deck furling. “It is unusual, as the bow locker of the boat has to accommodate the drum/motor unit,” says Steve Norbury, MD of Selden UK. “Most new boats now fit through-deck and were designed with this in mind.”

Think also about the sort of treatment your jib furler is going to get. If you’re a fair-weather yachtsman, then there’s no need for a heavily-built system designed for days of offshore sailing in a gale. But if the furler is close enough to your bow roller and anchor to be at risk from incidental boshes, you’ll be glad of a stout metal enclosure for it. Most people will get the sailmaker or rigger to fit the furler, but some, like Harken and Selden, provide instructions that a skilled owner could follow.

Jib Furler: Going electric

Labour-saving electric furling is another matter, and quite a common retrofit. Costs are naturally higher than a manual unit, so count on an extra £1000-£2000 for the motor, plus more for switches, remote control, wiring and installation. If you want the full push-button experience, you won’t see much change from £6-7,000 on a 40-footer, and it could be much more. Harken, Selden, Profurl and Facnor all offer an upgrade option that allows you to keep your existing jib furler and simply bolt on the motor unit. 

Luckily, it is usually unnecessary to install a dedicated battery, because the motor, though powerful, is only in use for a few minutes per day. As usual with power at the bow, it all comes down to a balance between running relatively heavy cables the length of the boat from the existing battery or placing a new one close to the furler with much lighter charging cables running aft. 

These days, an electric jib furler can be more reliable and safer than the manual equivalent, according to Norbury at Selden. “Electric Furlex can handle conditions up to the limit of the boat,” he tells me. “In some ways it is superior to a manual unit for distance sailing. The furling line is eliminated that is the most common cause of problems. They can slip in clutches so releasing the sail, become twisted along the deck and they can wear. We know from experience with in-mast furling that when the furling process is easier, sailors are more likely to adjust their sail area to the conditions making for safer, faster and more comfortable sailing.”

Easy upgrade

Most brands allow you to keep your existing forestay and simply slide the luff foils on over the top. And if you want to accommodate a turnbuckle or rigging screw to adjust forestay tension, the furling drum assembly is designed to fit neatly over it. That said, adjusting it can end up being a bit of a mission. All the brands offer an array of different toggles and brackets for fitting the furler unit higher or lower off the deck. Some sailors want every inch of luff length, in order to maximise sail areas, while others like a high-cut yankee that clears the guardwires. 

Only Furlex supplies a new headstay with every order. “By the time an owner needs a new furler, it is likely the forestay needs to be replaced,” explains Steve Norbury. “Also, once a furler is fitted, the lower swage (most likely to fail on old rigging) is hidden. As a mast maker, we do not believe new furlers should be fitted to old forestays.”

Furling: Race mode on

For true racing, where every gram counts, a jib furler is never going to appeal. Though the drum unit is located close to the deck level, there is the additional weight of the foil around the headstay, which can add 10-20kg high up in the rig, plus the halyard swivel unit and the halyard deflector. It all feels like a step in the wrong direction when you’ll be more interested in quick headsail changes.

Where a performance oriented furler comes in is on boats designed for fast cruising, or where the owner wants the flexibility to race from time to time. Look for a product with twin luff grooves in the head foil, enabling you to hoist and change sails quickly, and with a furling drum that dismounts easily to transform from furling mode to manual mode.

All the same, Selden UK’s Steve Norbury speaks for all manufacturers when he sounds a note of caution for racers. “Furlex can be converted to ‘race mode’ in which the drum is removed and a non-furling race sail can be fitted. However, as with all furling systems, the hoisting will be compromised compared to the usual TuffLuff solution. Do not expect a three-second hoist within three boats lengths of the mark; a 20-second hoist within 10 boat lengths is more likely.”

Profurl

Recognisable in the past for its yellow-green anodised fittings around a plastic drum, Profurl has switched to black anodising, which it says is better for the environment. Its systems are still found on boats the world over, and they come in cruising and racing variants, manual and electric, on deck and under deck. All units have a 10-year guarantee, and Profurl claims to be the only one on the market that can handle “severe loads” thanks to “specially designed mechanisms”.

Bearings are held in a waterproof grease bath and require no maintenance. Other specificities include a special arrow-shaped device at the top of the foil to prevent halyard wrap. And Profurl is about as flexible as they come in terms of fitting to the deck around existing headstays and rigging screws. Whether you prefer your sails close to the deck, or lifted well clear of anchors and even lifelines, there are fittings to suit.

All Profurl furlers from the C350 upwards (suitable for 11m boats) can be converted to electric operation using the NDE2 system. Power starts at a reasonable 400W  – equivalent to around 35 amps on a 12V system and giving up to 115Nm of torque (3-5 times more furling grunt than you can manage by hand). But to get the maximum 1,200W out of the larger motors, you’ll need a 24V system. Profurl says it has engineered its systems for low power consumption so they don’t require special batteries, and they have been fitted on the Amel 50 and the CNB 66.

Racing units look the same as the cruising ones, but there are a couple of important differences. First, the black foil extrusion is oval shaped for lower wind resistance and cleaner flow into the sail. The opening pre-feeder comes as standard, and the mounting options are slightly less comprehensive.

profurl.com

Facnor

Facnor has many years of building cruising furlers under its belt, but it also has a race variant and a small boat version of the same basic system. Its LS cruising jib furler is well designed with a high-load swivel to take the halyard and a deflector wheel at the top of the foil to minimise chafe. Its entry-level C260, good for sail areas up to 15sqm, has a built-in halyard which helps to reduce forestay sag – especially on fractionally-rigged boats.

The drum is made of plastic, with stainless steel arms to protect it and retain the furling line. A nice feature when it comes to installation is that the bottom section of the foil is telescopic, so you don’t have to cut any track to size. You can install the drum and track around an existing fixed headstay, or a rigging screw / turnbuckle.

The racing RX variant offers lighter, more aerodynamic foil sections. Depending on the size of the unit, you can save between 20 and 40 per cent of the foil weight – removing perhaps 5-6kg from high up in the rig of a 30ft boat. The RX furler also gives you the possibility of removing the drum to hoist a second racing jib or genoa. 

If you want to go electric, there’s a Facnor conversion kit from model LS 165 upwards, but it comes at a hefty price tag of well over £4,000. Power ratings are either 400W or 800W at 12V, or 1,200W at 24V for the larger units. The smaller unit contains multiple smaller motors to keep a lower profile. It fits over the existing stay, just like the manual unit, and there’s an endless line and lock-in pulley system to give an emergency override in case of power failure. Control options include a wired handset, buttons in the cockpit or a wireless clicker.

Distributed by Eurospars in the UK.

facnor.com

Harken MkIV: Headsail Furler

The MkIV is Harken’s answer to headsail furling, available in a standard or newer Ocean variant and five different sizes covering boats from 22ft to 80ft. The standard version is a performance-oriented product, with a split drum that can be easily removed for racing, twin track luff tube, and independent tack and halyard swivels (using no fewer than four Torlon bearing races) which allow the sail to start furling in the middle, where it has the greatest depth.

The MkIV Ocean uses the same robust alloy construction but with a heavier swivel and torque tube (the part that connects the foil and drum). The drum can’t be dismounted, while the foil is stronger and has just a single groove on the basis you won’t be whipping different jibs up and down. Harken is at pains to point out that its Ocean foils are not as ‘treetrunkish’ as they used to be. “They also have a round foil shape, which gives a nicer furling aspect for those big cruising jibs,” said project manager Steve McMahon.

All Harken units require a £140 toggle, in addition to any link plates, but the advantage is the ease of adjusting the forestay – just a few screws and you’re in. It also produces a handy electric conversion package for size 2 and 3 furlers, with hydraulic power for sizes above that. Harken describes the installation of the electric units as an “easy upgrade”. Both sizes use the same motor, which is rated at a powerful 800W on a 12V system or 1200W at 24V.

harken.co.uk

Selden Furlex

Furlex claims to be the world’s best-selling jib furling system with a full range of manual, under deck and electric furlers for dinghies, keelboats and yachts up to 65ft. They are ergonomically designed with stainless steel detailing and composite bodies, and you can remove the drum for racing. 

The foil sections have a light groove in the leading edge, said to improve air flow into the sail. And the headstay that passes through the foil is run through a plastic sleeve which ensures that it is kept central to the foil, insulated from chafe and corrosion, across its entire length.

Selden has adapted the Furlex to work on its new 42V Selden Bus system, which makes it easy to control from the cockpit and integrates well with the plotter. The motor has a relatively low current draw of some 10-25 Amps under normal conditions, but it packs sufficient torque (up to 135 Nm) to deal with furling in strong winds and heavy seas. There is also a cut-out if the load is too great and a manual override – just in case.

The smart thing about this system is that each motor in the network of winches and furlers has its own control unit, which means that there is no need for heavy cables running back to the house battery. You can also upgrade from an existing manual furler to electric for £2,200.

seldenmast.com

Schaefer

Priding itself on the strength of its gear, Schaefer jib furlers are built to be bluewater gale-proof and long-lived. They are machined in metal and have the added benefit that they fit over your existing headstay and turnbuckle, reducing the cost of installation. The cage is in stainless steel, while the drum splits in two for easy mounting. Torlon bearings in an open race are incredibly hard-wearing and maintenance free.

Schaefer furlers are always manually operated, and sized for boats from 16ft to 65ft. Director of sales and marketing Steve Majkut says there are clear advantages to staying manual for as long as you can. “Manual systems are great because if something is misaligned, such as halyard wrap, you will instantly feel it and know something is wrong,” he says. “My worst phone calls are when someone says, ‘I put the furling line on a winch and I heard a loud bang’.”  

Reliability is what makes his furlers stand out. “Our systems are designed to take you anywhere you want with no worries about your jib furler. Many competitors use injection-moulded parts to keep their systems light. Unfortunately they do not hold up to the abuse on the bow of a boat and break if hit with a spinnaker pole or being stood on. Our drum, torque tube assembly and our drum plates are all machined aluminium with three rows of Torlon ball bearings. They only need an occasional freshwater rinse – no need to grease the drum or upper swivel.”

Built in the US and available in the UK through Sea Sure.

schaefermarine.com

Reckmann

Reckmann is synonymous with superyacht furling systems, but its manual and electric ranges are also suitable for smaller boats from around 35ft LOA. They are very high spec, all in mirror-polished stainless steel jib furler drums and the choice between aluminium or carbon foils. Reckmann claims its aluminium foils are 25 per cent lighter than the average, while offering better torsion resistance. Like most of the systems detailed here, maintenance is absolutely minimal.

For a premium product, you pay a premium price, with the manual system costing the same as other brands’ electric model. It is, however, a thing of beauty and strength. “Above all, our systems are very powerful, reliable, compact and very durable,” says Reckmann CEO Marcus Schuldt. “Another advantage is that we have the possibility to adapt even standard systems to special requirements on the boats. We are very flexible in this respect.”

reckmann.com

CDI

This small Canadian concern specialises in furling devices for main and jib, with a fully manual range for boats with headstays up to 8mm (c40ft LOA). There are lots of unique features to the CDI furler, so it was a shame that the company wouldn’t return messages. Among its USPs is a plastic furling drum, and a luff foil made of PVC rather than the more standard aluminium. CDI trumpets the fact that PVC is both lighter and more flexible, but it is presumably more susceptible to damage as well. CDI has also found a unique solution to the problem of halyard wraps – building a dedicated halyard into the system. Fitting instructions were complicated, and it wasn’t clear how robust a solution this would prove. Pricing is similar to other units, but you’ll have to buy from Canada, which will entail additional tax and customs charges.

sailcdi.com

Show Me More:

• 37th America’s Cup: Key Info, Dates & How to Watch
• Boat Test: C-Cat 48
• Med Mooring Masterclass: How to Moor with Perfect Technique

The post Jib Furler Buyer’s Guide: Best Brands for Headsail Furling appeared first on Sailing Today.

One of the great joys of Southampton Boat Show is the plethora of kit available from sailing jackets, sunglasses and drybags, to high-end electric motors, protective paints and chandlery. We cast our eye over the new bits of kit available…

And don’t miss out Southampton Boat Show 2024 ticket discount below!

New Henri Lloyd Range

Henri-Lloyd’s new range of jackets and salopettes will be highly visible at this year’s autumn boat shows with the vibrant Biscay and Sail Jackets, with matching Coastal Hi-Fit salopettes on display. The Biscay Jacket’s design was inspired by Henri-Lloyd’s original Biscay model, the new Biscay reflects the bold stripe and striking colours in red or navy blue interlaced with white.  A true coastal/offshore companion born to withstand all conditions. 

For those who are planning coastal sailing, then the Sail Jacket may well be the perfect fit. The Sail Jacket has 15k waterproof rating with a mesh and taffeta lining to ensure all-day protection from unpredictable weather conditions.  Both Sail and Biscay Jacket can be used with the new Henri-Lloyd Coastal Hi Fit salopettes. You can visit the Henri Lloyd team on stand W000.

Biscay Jacket: £325 

Sail Jacket: £250

Coastal Hi-Fits: £250

henrilloyd.com

Lewmar Ultra Low Profile Hatch

Lewmar has designed and developed an ultra-slim hatch, combining practicality, aesthetics, and ease of installation. The corrosion-resistant lower frame features a silver anodised aluminium finish, providing excellent resistance even in harsh marine environments. Multiple seal profiles are used to guarantee compression and excellent watershedding capabilities.

The hatch also features a newly redesigned hinge system, and the friction lever mechanism ensures the lid is held open securely in any position up to 90 degrees. Whether you’re building a new boat or upgrading an existing one, this hatch provides a sleek solution. You can visit Lewmar on stand J261.

lewmar.com

Awlcraft 3000 paint

The latest launch from Awlgrip, Awlcraft 3000 is the next generation of high gloss premium acrylic urethane topcoats and utilizes the advanced AkzoNobel color platform delivering enhanced colour technology for truer, deeper, and more vibrant colors. 

Awlcraft 3000 maintains the trusted, proven, and versatile characteristics of Awlcraft 2000 that applicators rely on for being fast drying, easy to apply by spray application, able to be buffed and polished, and is repairable, if needed. 

 Awlcraft 3000 topcoat offers premium in-service performance with an up to 18 month warranty that is backed by extensive trials and testing, delivering the appearance, durability, and peace of mind you want from a premium topcoat.

awlgrip.com

Mitek Electric motors

Making its debut at the Southampton Boat Show, Mitek’s range of electric motors offer a fascinating new take on electrified propulsion. In addition to some standard electric replacements for outboards, Mitek’s revolutionary Revolve sterndrive will also be showcased.  This is the only sterndrive on the market that is able to rotate on its own axis to switch from on to off mode, reducing its dimensions almost to zero. It’s an innovative and elegant solution to completely eliminate the problem of mounting, dismounting and storing traditional outboard motors. The innovative product will be showcased on Electric Outboard’s stand, FO27, by the entrance to Hall 1 of Ocean Hall at this year’s boat show.

electric-outboard.co.uk

Southampton Boat Show: Tried and tested

Shore2Sea Dry Bag

Shore2Sea, set out on a mission to produce eye-catching, fun to use, top-quality dry bags writes Milly Karsten. The bag I tested had a capacity of 15 litres, affording me the luxury of taking everything I could possibly need on my salty, and often soaking, adventures. Shore2Sea’s range includes 5L, 15L and 20L dry bags, made from strong and durable PVC, and are available now for £22-£38. They also offer a 28L eco tow float with double chambers, which also comes as a rucksack. Happily, these are made from recycled plastic bottles. 

I have been testing the 15L dry bag by Shore2Sea for the last five months, during which time it’s come with me dinghy sailing, out on the paddle board, and on many occasions walking down to the beach, on both sunny and (typically British) rainy days. It’s sat in the sun, fallen in the water (with me), and has been tethered to the mast of a Laser on particularly windy and capsizing days. After 5 months of various seaside and boaty activities, the material feels waxy-new, and the adjustable straps remain reassuringly comfortable. With these roll-top dry bags the seal at the top always seems the first to show signs of wear and tear, but my Shore2Sea bag still rolls and seals perfectly, with no suggestion of wearing in the creases of the roll. I’m impressed. 

shore2sea.co.uk

Southampton Boat Show 2024: Key Info

13th-22nd September

Opening dates and times:

• 13 – 21 September 2024 – 10:00-18:00
• 22 September 2024 – 10:00-17:00

Shipyard Only: Music, food, sport & entertainment

• 14th & 21st September 2024 – 10:00-21:00

Show Postcode: S015 1BA

• The show entrance is located by WestQuay Shopping Centre.

Grab our Ticket Discount!

With our Sailing Today with Yachts and Yachting discount code you can grab an any-day adult general admission ticket to the show for just £19.99…

Simply go to the ticket website, select your tickets and enter this promo code at the bottom: STYY2024

And… up to 2 kids go FREE with every adult ticket.

Grab Your Tickets Now!

More about the show…

• Southampton Boat Show 2024: What to Expect
• Women in Sailing: Southampton Boat Show Women in Marine Day
• Southampton Boat Show 2024: Top 6 New Boats

The post New Gear at Southampton Boat Show 2024: Fresh Sailing Kit appeared first on Sailing Today.

More Programs. More destinations. More Models. More Choice… Check out Dream Yacht’s catalog of benefit filled ownership programs.

Yacht Ownership Made Easy with Dream Yacht

Imagine sailing in over 40 world-class destinations on your private yacht, accompanied by friends and family. With Dream Yacht, this experience is within reach. We make yacht ownership more accessible through a range of innovative solutions that fit your budget, lifestyle, and financial goals. Our nine charter management programs offer benefits like 7-10% guaranteed monthly income, zero maintenance and insurance costs, and up to 12 weeks of sailing time per year on yachts around the world.

Three Types of Dream Yacht Ownership Programs

Our nine yacht ownership programs are categorised into three main types to suit your goals:

1. I want to sail as many destinations possible: Access similarly-sized yachts for up to 12 weeks per year in over 40 breathtaking destinations, with zero operating costs. Choose programs that offer income, like Dream Guarantee, where you can earn 7-10% paid monthly, or programs that reduce the initial buy-in cost like Dream Partnership and Dream Easy, with reduced buy-in costs from as low as 45% of the yacht’s retail price.
2. I want a customised partnership to operate as a business: Operate your yacht as a business and generate revenue through chartering while enjoying potential tax advantages. Our Dream Performance and Dream Crewed programs are fully managed by Dream Yacht, covering maintenance, finances, marketing, reservations, and more. Use your yacht as often as you like while earning revenue.
3. I want a one off adventure: If sailing around the world is your dream, join the Dream Odyssey program. Sail aboard a premium Excess catamaran on one of five thrilling itineraries, inspired by the world’s great explorers, with support from Dream Yacht’s 40 bases worldwide.

Unmatched Choices in Yacht Ownership

As the world’s leading yacht sales and charter company, Dream Yacht offers the widest range of premium brands and yacht models. Our professional yacht sales consultants will help you find the perfect yacht, guiding you through every step of the process, from financing to commissioning and beyond. With Dream Yacht, you can enjoy a true sailing lifestyle and explore 40 idyllic destinations from the deck of your yacht, creating memories with loved ones along the way.

Explore the World by Yacht

Dream Yacht offers unparalleled access to worldwide sailing, with 40+ bases in the Caribbean, Pacific, Americas, Indian Ocean, Mediterranean, Bahamas, Asia, Scandinavia, and the Atlantic. Most programs include up to 12 weeks of reciprocal Owner Use privileges, allowing you to sail more of the world at a lower cost. Simply use your Owner Use Points to reserve your preferred weeks through our convenient online booking system.

Zero Operational Expenses

Many of our programs cover all maintenance, insurance, and berthing costs, freeing you from the worry and hassle of managing these aspects. Our experts handle complete professional management, ensuring your yacht is always fully functional, clean, and ready to set sail when you arrive at the charter base.

Diverse and Well-Equipped Fleet

Dream Yacht boasts the most diverse fleet in the industry, with nearly half of our boats added in the past three years and maintained to the highest standards. Choose from seven premium yacht brands and enjoy the variety of yachts around the world, including all new electric monohulls and catamarans. Many programs offer reciprocal use of similarly-sized yachts, allowing you to test various models at no extra cost or upgrade to larger yachts as your needs evolve.

Personalised Owner Service

We’re committed to providing five-star service, with close communication at every step. Each Dream Ownership programs include a dedicated point of contact from our Owner Care team, available to assist with day-to-day questions and manage your bookings. You’ll build a close relationship as you become part of the Dream Yacht Family.

Flexible Program Exits

When your program ends, we make the transition easy. You can choose to sell your yacht or keep it for private use. For those opting to sell, our brokerage team can assist, often starting the process before the program term ends to ensure a timely sale. Many owners choose to continue with a new Dream Ownership program, using proceeds from the sale as a down payment towards their next yacht.

Dream Yacht Ownership Program: Discover Your Dream Yacht Today

As the world’s leading yacht sales and charter company, Dream Yacht offers more choice than anyone else. Connect with our experienced Yacht Consultants to learn more, or visit us at the Southampton International Boat Show from September 13th – 22nd on Stand J140. Request an appointment with our dedicated Yacht Sales Brokers by visiting www.dreamyachtsales.com/events.

The post Dream Yacht Ownership Programs: 10% Income Offer appeared first on Sailing Today.

What’s it really like to helm an AC75 in the America’s Cup – and win a race? Francesco Bruni, the Italian Skipper for the 36th America’s Cup tells us how it feels…

Helming an America’s Cup boat: Sailing an AC75

The question came from Nathan Outteridge, himself a gold and silver Olympic medal winner and an America’s Cup veteran from 2013 and 2017, when his Artemis crew lost in the challenger series to Emirates Team New Zealand.

Outteridge voiced the thoughts of many when he posed the question to Italian Francesco Bruni after the last America’s Cup in 2021: “We all, as sailors, would love to do it! What does it feel like?”

The Luna Rossa Prada Pirelli co-helm replied: “It’s a great feeling. I really feel all the Italians cheering for us, and that is great, but really I have to stay focussed on the next race and think race by race.

How to helm an America’s Cup boat: Stay Focussed

“We have a great chance, and we can’t waste time on thinking about emotions. We have to just be super focussed.”

“Yes there was a little bit of relief. There was a lot of talk about the New Zealanders being 5, 8, 10 knots faster. That was clearly not the case today and we are glad that we can just race and try to win this.”

Bruni added: “All the Italians are really happy with the result and I received a lot of messages. But we are not satisfied – we want more.”

Helming an America’s Cup Boat: Keeping Composure

Bruni’s co-helm in 2021, Jimmy Spithill, praised his Italian team after they lost the first start, saying: “We were on the backfoot and basically after that it was going to take a mistake from New Zealand for us to win that race, but on board I’ve got to say there was great composure from the guys, we had good damage control and kept it close.

“The ability to bounce back after that, that’s the important thing, we regrouped and went out and won the next race, so that’s a good sign of strength for the team.”

Emirates Team New Zealand AC75 helm Pete Burling dodged a suggestion that his starting prowess was in doubt, especially against the aggression of Luna Rossa co-helm Jimmy Spithill, saying: “We’re really happy with our build up to the event and everyone’s done a heap of practice in boat handling and how we want to approach the start.

“I think the margins on these boats are getting smaller and smaller so any losses [at the start] are obviously very hard to come back from.”

“We did a good job with the first start and Luna Rossa probably kicked themselves for that one and we were vice versa on the second one. We made a small mistake on the roundup. We dug deep in that that last leg of the last race and closed things up but in the end we ran out of runway.”

He said: “It’s been a little while since we’ve been racing, so it was amazing to get out there to see how many Kiwis were out there on boats cheering cheering the event on and now it’s amazing to even look at the window now and to see how many are still slowly working their way home.

“We’re very happy to get off to a good start in that first race. And then obviously, didn’t do the best job on the start in the second one and gave these guys a pretty handy lead, which we couldn’t quite reel back in.”

He praised the AC75 technical team, saying: “You can’t count the amount of changes [to the boat] on your hands and toes. There was plenty and I’m sure they will keep improving it and we’ll keep improving throughout this event as well.”

Spithill added: “It was must have been the biggest fleet of spectators I’ve seen out there, which was really cool to see.”

How to Watch the America’s Cup

The Louis Vuitton 37th America’s Cup in Barcelona is free to watch on land, water and screen! So whether you’re able to get out to Barcelona to watch the action first hand, or are tuning in from across the world, you won’t miss a thing. Race days start at 2pm (14:00 CEST) and continue until 4:30-5pm depending on the schedule. 

Free Live Coverage

Watch the 37th America’s Cup live online. 

Key Dates 

The Louis Vuitton 27th America’s Cup is taking place between 22nd August and 27th October 2024 in Barcelona. Below is the full regatta calendar. 

Show Me More:

• 37th America’s Cup: Key Info, Dates & How to Watch
• Boat Test: C-Cat 48
• Med Mooring Masterclass: How to Moor with Perfect Technique

The post America’s Cup Boats: What it’s like helming an AC75 appeared first on Sailing Today.

Iconic British boatbuilder Cornish Crabbers has been brought out of administration by just a couple of months after the company went into liquidation.

Shrimply marvellous news for Cornish Crabbers

The boatbuilder, based in Rock, Cornwall, had built an enviable reputation for producing elegant fibreglass modern classics such as the Cornish Crabber and Shrimper which garnered a big following over the years. News that the company had filed for voluntary liquidation earlier this year was therefore met with widespread dismay. 

Dismay turned to relief when it was announced that Poole based yacht broker Blue Lagoon Marine had acquired the brand, along with its intellectual property and the moulds for ongoing production. These acquisitions have been made directly from the liquidators of Cornish Crabbers LLP.

“We cannot let this classic brand just disappear“ explained Ben Walker, CEO of Blue Lagoon Marine: “It has been quite complicated and we have had the added complication of customers’ boats mid way through production to deal with.”

The new set up, which has been funded privately, will establish sales of the brand out of Blue Lagoon Marine in Poole while production will remain in Cornwall under close supervision of the new Cornish Crabbers Ltd.

A new website is being constructed, covering the Cornish Crabber line up…

Although the team have acquired Cornish Crabber’s other brand, Mystery, a new suitor will be found to continue sales and production of these two boats, seen somewhat out of sync with the classic and traditional Cornish Crabber. 

History of the Cornish Crabber

The history of Cornish Crabbers started over 40 years ago in Rock, Cornwall. Originally under the Westerly Boats brand, this design was so popular it became a company in its own right in 1975, launching as an independent yacht builder, named Cornish Crabber.

The Cornish Crabber was originally designed by Roger Dongray as a 22ft (6.7m) gaff-rigged cutter made entirely of marine plywood. However, as the company grew the hulls became fibreglass, with wooden decks and coach roofs.

In 1979, the company’s best-selling design, the Cornish Shrimper, was conceived. In 2001, the company became the leading producer of gaff-rigged boats, and are instantly recognisable boats, bursting with character and British craftsmenship.

Show Me More:

• The WORLDSTAR 2026 Race: Circumnavigate in your Own Boat
• Ben Ainslie’s Team Update: America’s Cup Countdown
• South Atlantic Cruising: Sailing Cape Town to Brazil

The post Cornish Crabber Revived: Boatbuilders Staying Afloat appeared first on Sailing Today.

Want to stay connected at sea? Introducing ZOLEO… a satellite communication device and a solution to safe sailing.

For sailors, the allure of the ocean is undeniable. The freedom of harnessing the wind and navigating vast distances is unique to this pursuit. However, venturing offshore comes with inherent risks. Unpredictable weather, equipment failures, and unforeseen emergencies can quickly turn the course of a peaceful voyage. Reliable communication is paramount in such scenarios, and that’s where ZOLEO steps in as a trusted navigation companion.

ZOLEO is a satellite communication device that transcends the limitations of traditional marine radios or mobile networks that often fall short in remote areas. Leveraging Iridium’s robust satellite network, ZOLEO ensures uninterrupted global coverage.

Distress Signalling: A Beacon of Hope in Emergencies

One of ZOLEO’s most critical features is its ability to send distress signals. ZOLEO includes a robust SOS alerting system monitored 24/7 by Global Rescue. In an emergency, pressing the SOS button transmits your alert and GPS location for timely assistance, ensuring swift response and coordinated rescue efforts on land and when sailing the seas.

Weather Updates for Informed Navigation

The ever-changing nature of marine weather demands real-time information for safe navigation. ZOLEO allows sailors to receive detailed weather reports, keeping them informed of approaching storms, shifting wind patterns, and potential hazards. This advanced weather forecasting capability empowers skippers to make informed decisions about route planning, allowing them to avoid adverse conditions and navigate towards calmer waters.

Two-Way Messaging: A Bridge Between Sailor and Shore

ZOLEO goes beyond one-way distress signalling by facilitating two-way text messaging. This feature enables sailors to communicate with onshore support teams, fellow mariners, Coast Guard services, or loved ones at home. This two-way communication channel provides peace of mind, allowing crews to send and receive non-emergency messages, relay updates on their progress, or request assistance if needed through app-to-app messaging or the dedicated SMS number and email address. ZOLEO connects to smartphones through Bluetooth and the free app delivers a familiar text messaging interface, requiring no training, while the device’s compact, lightweight design, coupled with its durability and long battery life, makes it an ideal companion for marine users.

Tracking Your Journey: Sharing the Adventure and Enhancing Safety

For solo sailors or those venturing on extended voyages, ZOLEO’s tracking capabilities offer an extra layer of security. With the Location Share+ feature enabled, the device transmits a vessel’s GPS location at regular intervals, allowing onshore contacts to monitor route progress in real-time. This tracking data provides peace of mind for those onshore and can be crucial in emergencies, enabling rescuers to pinpoint the vessel’s location quickly. Additionally, ZOLEO Track allows sailors to share their journey on a web map with friends and family, making them part of their journey even from a distance, while ensuring an uninterrupted safety system.

Affordable Service Plans

The device’s waterproof and rugged design easily adapts to the complex marine environment, withstanding sun, wind, rain, and waves alike. ZOLEO offers tailored solutions for different sailing needs, from cruising sailors to offshore racers or solo sailors. To operate over the Iridium satellite network, ZOLEO requires an active airtime subscription, which includes 24/7 emergency monitoring from Global Rescue. Various plans are available to suit different needs and budgets.

ZOLEO’s innovative satellite technology equips sailors with the tools they need to navigate the seas with greater confidence. From distress signalling and weather forecasting to two-way messaging and tracking, ZOLEO offers a comprehensive communication solution that enhances safety, fosters connection, and empowers sailors to fully embrace exploration knowing they have a reliable companion to count on.

Visit the ZOLEO website to learn more about all its features and service plans.

The post ZOLEO: Your Satellite Lifeline on the Open Seas appeared first on Sailing Today.

50 Years and Beyond

2024 stands as a significant chapter for Sunsail—a milestone marking our 50th anniversary. Yet, this isn’t merely a celebration of our past; it’s a resounding promise for the future. Sunsail remains steadfast in our commitment to charting new horizons, ensuring the next 50 years and beyond are filled with unparalleled sailing adventures that exceed every expectation. 

In 1974, Sunsail pioneered revolutionary innovations in the sailing industry, specifically with the creation of the legendary flotilla holiday.

Sunsail continues to craft and expand new flotilla routes tailored to customer preferences, as exemplified by the recently unveiled Elafiti flotilla in Dubrovnik. This week-long journey along the breathtaking Dalmatian Coast ensures access to secluded island beaches and charming fishing villages, offering tranquil, glistening waters and opportunities for adventure with newfound friends. The itinerary features shorter hops between islands, making it an ideal route, particularly well-suited for families. 

Sunsail’s flotillas add an extra layer of support to your sailing adventure. In a flotilla, you will join a group of like-minded sailors led by an experienced lead crew, providing a social and collaborative environment. This option is ideal for those seeking a more relaxed approach to sailing, as the lead crew assists with navigation, organises social events, and ensures a stress-free experience. For those who may be newer to sailing or simply enjoy the added support and company, a Sunsail flotilla offers the perfect blend of independence and community, enhancing the overall enjoyment of your sailing holiday.

Alternatively, if you prefer to chart your own course at your own pace, you might prefer a bareboat charter in one of Sunsails 20+ worldwide destinations, spanning the Mediterranean, Caribbean, Indian Ocean, Southeast Asia, and South Pacific. Each destination boasts its own unique charm and cultural treasures. For those seeking complete relaxation without having to think about navigation, you can opt to hire a professional and friendly skipper for your state-of-the-art private yacht. The skipper brings an abundance of knowledge about your chosen destination, enhancing your journey.  

Proudly maintaining one of the most modern fleets in the industry, coupled with our dedication to outstanding care and service supported by Sunsail’s 4-hour commitment, Sunsail’s focus has consistently revolved around delivering unparalleled world-class sailing experiences. Whether you book a bareboat, skippered, or flotilla charter, you have the freedom to sail your own way every time. 

Visit Sunsail at stand J155 at Southampton Boat Show from 13 – 22 September 2024. Speak to one of our knowledgeable holiday planners and learn more about our destinations and products.

Check out Sunsail’s current offers to save on your next adventure on the water.

Show Me More:

• Maiden & Tabarly Put Women at Top: Ocean Globe Race Results
• Boat Test: C-Cat 48
• Med Mooring Masterclass: How to Moor with Perfect Technique

The post Sunsail’s Sailing Adventures: Celebrating 50 Years and Beyond! appeared first on Sailing Today.

The 37th America’s Cup is on the horizon and closing in fast, but with all the excitement surrounding the competing teams and their high tech boat designs, it’s not all about the big teams… Introducing the America’s Cup virtual game, the e-Series.

37th America’s Cup: The E-Series

Gamers and sailors are not generally two groups who readily mix but that might be about to change with the launch of the America’s Cup e-Series. 

This is a new competition that utilises the AC Sailing software gives gamers the chance to discover (almost) exactly how it feels to sail a foiling AC40 yacht. Not only that, but the prize for the winner of the competition is a cool  50,000 EUR.

The new game has been developed by Emirates Team New Zealand and utilizes the same cutting-edge simulation technology that the America’s Cup teams use to improve their own skills when not out on the water. This means the game delivers an authentic sailing experience. 

“The America’s Cup e-Series is about breaking down barriers and showcasing the excitement of America’s Cup racing to everyone,” said Grant Dalton, CEO of America’s Cup. “By merging the virtual and physical, we’re creating an unprecedented opportunity for gamers to experience the thrill of sailing an AC40, a dream previously reserved for professional sailors.”

The competition kicks off with Online Qualifiers from July 31st to September 14th, culminating in a thrilling Grand Final in Barcelona on September 28th. Eight finalists will battle it out for the title of America’s Cup e-Series Champion and a slice of an impressive 50,000 EUR prize pool.

Also want to know how the competitors are getting on?

Here’s the latest from Sir Ben Ainslie, Chief Executive and Helm for INEOS Britannia.

Show Me More:

• Southampton Boat Show 2024: What to Expect
• Gear Test: Shore2Sea Dry Bag
• The WORLDSTAR 2026 Race: Circumnavigate in your Own Boat

The post America’s Cup E-Series: New Virtual AC Sailing Game appeared first on Sailing Today.