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TP 52 SUPER SERIES PREVIEW

Tp52 super series preview, north sails experts dive into the 2020 circuit.

A year ago, just ahead of the 2019 TP52 Super Series , North Sails designer Mickey Ickert was already excited about the 2020 season. “With 3Di, I think we are still just scratching the surface of its potential,” he said then. Now, on the cusp of the first regatta, Mickey and Executive Vice President Paul “Flipper” Westlake are both equally bullish on the incremental gains the North Sails design team has made since their in-depth team debriefs after last year’s final regatta.

For 2020, North Sails improved the 3Di layouts again as the learning curve is still steep. Downwind sail inventories were refined to create specialist sails that are not too narrow in application. “The A2+ will be an important sail in Cape Town,” Mickey says, “if the venue turns- up its windy side.”

This year’s schedule starts off in that new location, as Flipper explains: “We’ve never been to Cape Town.” Two regattas will be sailed in this South African offshore sailing mecca, and the second is the World Championship. “So everyone’s really excited, but there’s a little bit of anxiety at the same time. Ten really good teams will sail a six regatta series. At 10 races a regatta that’s 60 races, with no drops. You just can’t afford any failures or bad results. And Cape Town’s going to be a challenge, because it should be pretty breezy.”

The sailors and sail designers aren’t the only ones who need to be ready, Flipper adds. “This is going to be a challenge for all the teams and all of the suppliers, everyone down to the performance guys. There’s going to be some stressful times for the weather forecasting guys, too. The weather in Cape Town can be extreme, and getting each day’s forecast as close as possible is going to be a useful key for performance setups and strategies.”

The TP52s can race up to 30 knots in flat water, a brutal test for any brand-new sail inventory. Fortunately, 3Di is known for its excellent durability, even though Mickey says that most of the 2020 sails are lighter than they were in 2019. He also points out that, after the Worlds in Cape Town, there are four more regattas in the traditionally lighter air of the Mediterranean. With only seventeen new sails allowed per team through the final regatta in September, “TP52 teams may ask themselves: ‘Do we really want to invest in a specific heavy weather jib?’ You may gain a little bit on the top end, but it’s an expensive exercise in the sail cards for such a long season.” North Sails Designers will be helping their teams work through that decision-making process.

Backup inventory

This year, for the first time, the Super Series will allow teams to race with used sails without spending a sail button. “All the sails sitting in a team’s container that they buttoned last season in a Super Series event are available to race at no cost this season,” Flipper says. “I don’t expect to see a lot of 2019 sails on the race course, but it means a little bit more depth in your inventory to cover yourself, especially in a heavy-air event. It’s that comfort factor, that you’ve got a backup A4 on standby.”

Flipper agrees with Mickey that making the transition back to the Med will be a whole different challenge. “Scarlino, where the third event is, can be kind of light and moderate and it’s a bit choppy there, so we’re really going to have to change gears. By the time we get to Porto Cervo, which is the fourth event… if you don’t have everything looking good on the scorecard by then, you’re really going to struggle to pick points up against the good guys.” That’s why he thinks some teams might opt to use a few key pieces of 2019 inventory for the first two events. “If those sails can get you through Cape Town, you’ve got absolutely brand new, fresh Med-type sails, ready to go for Scarlino. Away you go.”

Worlds Focus

With the 2020 Worlds as the second event, Mickey thinks some teams may simplify their sail choices by choosing to focus on results in Cape Town. It’s not a new strategy; Flipper will be sailing on Bronenosec , the only team that started 2019 with a brand-new boat. “Last year our goal was to do the best we could for the season, but absolutely focus on the world championships.”

There are no brand new boats this year, but Flipper says all the teams have been working really hard on fine tuning and eliminating weaknesses. “We’re starting to talk about very small incremental gains. If we do see big breeze and flat water in Cape Town, I think that you won’t see much difference in setup and sail choice. But I defer to Mickey, because he sees the design trends across the fleet.”

Mickey agrees, adding that with no drop races, teams can’t get too aggressive. “You can push the boundaries, but you need to be very careful not overstepping. Especially on rig tune. But people will try, because it’s not very satisfying for anybody to finish fourth, fifth, or sixth.” With differences between the boats being so small, even tiny mistakes could make or break a podium finish.

2020 Inventory Updates

No fundamental changes were needed from last year, Mickey says. “We did a refinement to the 3Di RAW structures. And a few teams have done some additional design work with Helix, though the boat speed gains through minimizing forestay sag and projecting the jib luff using a Helix structure will be hard to come by in this fleet,” he predicts.

“The current TP52s are arguably the yachts with the highest relative forestay tension in the world,” he points out. “A 21 meter forestay that carries eight tons at the top end is already very optimized for upwind VMG. That said, being able to vary the sail loads along the jib luff will increase the range of achievable flying shapes. So for any jib, load-sharing will expand the performance window.

“The concept is out there, and teams are looking at it. It will be interesting to see if any sort of trim variations come through; people try to maybe push on the top end of jibs where there is still some forestay sag, to gain a little more range out of, say, a heavy jib.” Then he quickly backtracks from potential future improvements to what he thinks will be the winning strategy in 2020; “If you focus on the season, then you want to be very careful not to diverge too far from your overall inventory crossovers.”

One place where Helix has already proved quite beneficial is the spinnaker staysail, says Flipper. “Previously, no one really loved their staysail, but they expected it to be fast. With 3Di and Helix working together, you end up with a staysail that’s stable, projects well through the range, is tough, and can be built lighter than any paneled sail. Maybe 2020 will be known as the year of ‘Loving your Staysail!”

“We’re very demanding on every sail in the inventory,” he adds. “It’s because we want to push the weight, we want to push the shape holding. And we need to get performance longevity out of the sails.”

Winning approach

When asked for his own prediction on what would win the 2020 Super Series, Flipper says it will be a combination of outright speed, team chemistry, and a sprinkling of good luck. Brononosec’s alternate helm from last year, Olympic Gold Medalist Šime Fantela , is “full on with his 49er Olympic preparation for Japan. So Morgan Larson is going to step in and share the driving with owner Vladimir Liubomirov. And we have Jonathan McKee joining as tactician.” Flipper expects to see a few personnel changes on other boats as well, though he admits that’s all hearsay until “we get to Cape Town and see who is wearing what shirt. And within the Super Series fleet, each team has shown winning performances at times in 2019. So it’s going to be full on, everyone fighting for those inches around the course to keep the score count as low as possible. This whole Cape Town thing is going to be an incredible experience.”

The keys to success, Flipper and Mickey agree, are to get through the two regattas in Cape Town without having what Flipper calls “a shocker,” and to make the transition back to the Med with positive team attitude and a solid strategy intact. As Flipper concludes, “It’s going to be a long season for not getting too down if you had a bad result, and not getting too excited if you had a good one.”

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08 September

NORTH SAILS POWERS VICTORY AT THE 2023 SIX METRE WORLD CHAMPIONSHIP

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Design № 533

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Makoto Uematsu requested Farr Yacht Design create the best Transpac 52 to compete in a broad mix of venues including both course and distance races. Design 533 is our answer to the design brief. Within the bounds of the otherwise tightly controlled Transpac 52 rule there is some room to set the balance between upwind and downwind performance. Displacement and VCG are limits set by the Transpac 52 rule so we were left to choose the optimum beam to draft ratio to produce optimum upwind and reaching power versus downwind slipperiness. While the overall length of the boat is set by rule we were free to optimize the waterline length and shape details to best suit the boat's expected race schedule.

To determine the optimum hull characteristics FYD conducted a research program employing a combination of VPP studies and computational fluid dynamics experiments. We developed a series of candidate designs to  explore the available rule space. The performance predictions for each of these designs were then combined with wind distributions for the various targeted races to determine the optimum hull parameters and the consequences of being off optimum.

This research program addressed the following principal areas:

• Selection of optimum beam waterline.
• Maximum beam and hull flare effects examining the trade-off between heeled drag and increased crew righting arm.
• Selection of displacement within rule range.
• Effects of being above rule VCG.
• Transom immersion and effective length.
• Forward section shaping to improve the onset of planing and boat handling in waves.
• Appendage size refinement and optimization for particular event priorities ­ offshore versus around the buoys etc.
• Bulb shaping and style for particular event priorities.

We have chosen the beam waterline to give the boat exceptional upwind and reaching speed. We have carefully crafted a beautifully fair hull shape, a by-product of the freedom of the box rule format, to minimize the wetted surface that accompanies higher beam. Crew weight supplies a significant proportion of the overall righting moment so the hull exhibits a close to rule maximum beam at the deck. For Design 533  we have examined the average boat speed profiles for a series of events and built upon our extensive knowledge base in this area to select an appropriate level of transom immersion in sailing conditions that we feel balances the competing demands of round the buoys racing and high speed offshore sailing. The waterline is maximized at the bow leaving just enough distance to the upright stem to fit a reasonable knuckle radius.

Appendage Geometry & Sizing

There is a wide range of freedom in the design of the appendages. Within the restrictions of overall draft, permitted materials, and minimum keel fin strength we were free to develop low drag, good handling solutions. The rudder was sized to provide sufficient lift and good handling characteristics with minimal area and drag. The combination of optimized planform shape and our own foil sections, designed in-house, produce a high lift/low drag rudder that gives the helmsman plenty of warning of an imminent stall. The keel fin was sized to provide sufficient lifting area for starting and other maneuvering situations while balancing the competing concerns of upwind and downwind sailing.

The bulb concept for Design 533 also reflects efforts to balance upwind sailing and maneuvering issues with the desire to minimize viscous drag. We chose a chined bulb shape to improve the upwind performance and achieve the deepest center of gravity. The bulb shape was optimized using our understanding of transitional flow mechanics that contributes to reducing the bulb viscous drag.

Deck Geometry and Layout

The deck geometry combines the minimalist coach roof and flattish deck camber of our previous design work with an aggressive cockpit aimed to position crew not hiking as far outboard as possible. Substantial weight savings have beenachieved in the aft cockpit by continuing the cockpit sole out to the hull, thereby eliminating the cockpit sides. The cockpit sole has been sloped down aft of the traveller to minimize its  surface area while enhancing its draining properties. Our vertical transom style has been maintained to position the topmast backstay fittings as far aft as possible, minimizing the mainsail roach and topmast backstay interaction.

Advances in the deck layout are focused on a winch system designed for forestay-less gibing, where two after guys are required to be loaded throughout the maneuver. In this case, the secondary winches, by careful positioning can be used for after guys downwind and topmast backstay upwind. The mainsheet system is a 2:1 "half German" style system led aft to a single pedestal driven winch on centerline. The mainsheet grinder pedestal and primary pedestal are linked below deck to provide maximum horsepower during highly loaded maneuvers.

Hydraulic tensioning systems are in place for both forestay and "code 0" tack line. These systems both utilize through deck sheaves and below deck strops intended to position the actual hydraulic cylinders as far aft and low in the boat as reasonable possible.

Longitudinal jib tracks are combined with in-hauler systems to provide ample sheeting range along side the relatively large class required coach roof. Mainsheet traveller and other control lines are led below deck to maintain clutter free deck space.

The fairly standard 20-degree swept spreader rig has been combined a cathedral style topmast stay system to support "code 0" style upwind spinnakers. In this case the combined stay envelope has been carefully optimized to allow close sheeting of those sails.

The mast has been designed to class rule minimum weight and VCG targets. Where possible, IMS friendly mast and boom dimensions have been pursued to help ensure that the yacht can be competitive in other outside class events.

PHOTOS Click to enlarge.

Description

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Farr Yacht Design

100 Severn Avenue, Suite 101

Annapolis, MD 21403

©  2018

Boat and Sail Stats

Quantum Racing is a 52-foot racing yacht that competes in the TP52 class. It is much faster than many larger racing boats, achieving speeds of up to 25 knots. The TP52 is very stable due to its lightweight hull, deep keel with a large bulb, powerful sail plan, and the high performance hydrodynamics of the hull.

Quantum Racing is equipped with Fusion M™ Grand Prix sails from Quantum Sails. These high modulus, carbon fiber membrane sails feature a custom fiber array and shapes developed with the company’s iQ Technology™. The panels are laminated in a two-step, vacuum-pressure process, cured, then shaped—a method that guarantees the repeatability of sail shapes.

Boat Type: TP52 Owner: Doug DeVos From: USA  Manufacture Date: 2018 Designer: Botin Partners Builder: Longitude Zero/Spain Length: 15.85 m Draft: 3.5 m Beam: 4.42 m Displacement: 7025 kg Mast Height (from water line): 23.8m  Bow Sprit Length: 2260mm Mast Weight: 235 kg Crew Weight Max: 1050 kg Mainsail Area: 98.0 m2 Spinnaker Area: 270.0 m2 Jib Area: 66.0 m2  

Onboard Sail Inventory

Jibs (4) Staysails (1) Mainsails (1) Storm Trysails (1) Storm Jibs (1) Heavy-Weather Jibs (1)

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• Reference ID 227
• Builder TP52
• Botin & Carkeek

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Yacht description.

2007 Botin & Carkeek TP52 A competitive TP52 in very good condition! She is the former CAIXIA GALICIA and then TEAM PREMIER built to very high standard by. Longitud Cero Composites in Spain built of 2007. In 2008, she was optimized for IRC Racing to include shape changes to bow and stern as well as new bowspit. Additional optimization took place with installation of an IRC optimized fin and bulb and new bowspit in 2015.

Other Items

• Galvanised Cradle for boat with keel on Keel off with leg supports
• Assorted tools
• Full length of boat cover
• Sun shade cover

Modifications

• New IRC Optimized New Keel installed December 2011
• New bow sprit 2015 to length to STL 8.98
• Hall Spars two-Spreader mast designed by Scott Ferguson for 2007
• Hall Spars boom and vang
• External Main halyard lock
• External Jib, and Internal spin halyard locks
• 20/20 Bracket (4x1ffd)
• Harken Head Foil
• Internal mast jacks
• Code 0 roller
• Staysail roller
• Hydraulic Package
• Navtec Hydraulics
• Forestay ram
• Outhaul ram
• Carbon reservoir
• 1 central pump and handle

Running Rigging

• 2 x Spin Halyards new 2015
• Jib Halyard new 2015
• Main Halyard new 2014
• 4 x Spin sheets 2 new 2015
• 4 x Jib sheets, 2 new 2015
• Mainsheet new 2015
• North 3di Raw Mainsail 2015
• North 3di Mainsail 2014
• North 3di Headsail number 4 2014 North 3di Raw Headsail Heavy 2015
• North 3di Raw Headsail Medium 2015
• North 3di Headsail Medium 2013
• North 3di Raw Headsail Light 2015
• North 3di Headsail Light 2013
• North A2 2015
• North A1.5 2015
• North A1 2011
• Doyle A3 2009

Other sails

• Spinnaker stay sail

Deck and Cockpit

• Harken gear package
• Harken winch package
• Safety Gear to meet Cat 3
• 16 life jackets with harness
• 2 x Six man life rafts
• 2 lifelines
• VHF antenna

Electronics and Navigational Gear

• WTP2 processor and rate gyro
• 4 x 20/20 Displays
• 5 x FFD Displays
• Signet Paddle wheel sensor
• B&G Heel/Trim Sensor
• B&G Halcyon compass
• Deck compass
• 3 x String pots for forestay, code 0, and rudder calibration
• Depth sensor
• B&G MHU
• Load sense pins for forestay and Code 0
• Electronic jack pressure gauge for real-time values while sailing
• Icom VHF radio with active on deck microphone
• Deckman for Windows software
• Laptop computer
• Wireless-G connection between PC and screen
• Honeywell HMR 3100 compass
• Leica GPS active antenna
• Garmin GPS with digital charts at nav station

The Company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.

Contact Details

• Name Site Broker | Racing-Yachts.com
• Email [email protected]
• Phone +31 (0)320 746046
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THE BEGINNING BY TOM POLLACK

The TP52 Class Association was started in 2001 by owners who wanted to race a Grand Prix sailboat that is fun, safe and reliable. TP52’s are flat out racing platforms, fully crewed, high performance monohulls capable of racing in both buoy regattas and offshore races. The 2800 pound weight limit provides for approximately 14 crew members with the flexibility to bring along a guest or a sponsor in the back of the boat and out of harms way. TP52’s race in true time, the first boat across the finish line wins. TP52’s are designed to be raced by both amateur and professional sailors alike. TP52’s elected not to use water ballast, canting keels, running back stays; preferring to keep it simple, safe & reliable. There is no time credit to build a slow TP52. They can easily exceed 25 knots off the wind with the record being 32 knots in a race set by 4 TP52’s racing down the California coast in 2003. Upwind, they are very stiff and fast as approximately 60% of the weight of the boat is in the metal fin & lead bulb. TP52’s have won most every bluewater regatta they have entered including; overall wins in the 2004 Bermuda Race, 2004 Chicago to Mackinac and the 2003 Transpac race to Hawaii. In buoy racing, they have won the 2005 Key West Race week, 2003 Miami SORC and the 2002-04 St. Francis Big Boat Series against the best boats in the world.

Growing The TP52 Class has grown steadily over the last 4 years. In 2004, World Class sailor Ken Read was instrumental in guiding new East Coast based owners into the class. The “Esmeralda” program Ken was associated with swept all the regattas she entered making her owner, Makoto Uematsu of Japan, a very happy man. In the summer of 2004, H.M. Juan Carlos, the King of Spain and his friend Jose Cusi, decided to join the TP52 class propelling many new owners and sponsors into the class for 2005. As a direct result of the King of Spain’s involvement, 27 of these carbon fiber machines will be racing all over the globe by the end of 2005. At last count, there will be 27 TP52’s on four continents in 13 countries; (China (1), Japan(1), USA(12), Chile(1), Greece(1), Ireland(1), Great Britain(1), Spain(4), Netherlands(1), Monaco(1), Italy(1), Austria(1) & Norway(1). No doubt, more are on the way for 2006. King Harald of Norway will be joining the TP52 class in 2006 with his top notch “Fram” team.

Exposure The TP52 Class permits sponsors to take advantage of advertising their names & products on what has become perhaps the greatest grand prix media sailing platform in the 50’ size range the world has ever seen. The media in the Mediterranean is eagerly anticipating a new type of Grand Prix racing and the TP52 Class represents a breath of fresh air. Sponsors and the general public will have instant results when a TP52 crosses the finish line. No more complicated handicap formulas to explain. In one wave of a scepter, the face of Grand Prix racing in the Mediterranean has been changed forever. For the first time in history, everybody is on the same page when it comes to level racing in the 50’ size range. While rule making authorities held endless meetings on who was going to control the next big thing, the TP52 Class took root and has spread like wildfire.

Construction and planning TP52’s are tough carbon fiber machines custom designed & built to the TP52 Rule & ABS requirements. Owners hire their own builders and designers. The competition among the designers & builders is fierce, but also very healthy for the class, and sailing, as a whole. In addition, owners may select their sail maker, spar builder, winch maker and electronics packages. Owners are also free to hire professional crews or invite their friends aboard. The TP52 Class regulates the person at the helm in class events outside the Mediterranean. Owners and Category 1 sailors have traditionally been at the helm of TP52’s for the past three years. In September 2004, the TP52 MedFleet asked for, and received unanimous permission by the TP52 Class to allow professional Category 3 sailors on the helm in the Mediterranean. In the Mediterranean, the TP52 fleet will offer trophies for both amateurs as well as professionals. The owners in the TP52 Class are a fantastic group of people who thrive on competition in formats more challenging than just 2 mile windward leeward races. The TP52 Class does not limit the number of professionals aboard, cockpit layout, equipment, the flexibility of having a support boat. If so required for specific events or on request of Regional Fleets the TP52 Class allows restrictions on professionals, sails and other issues.

All TP52’s worldwide must comply with the box rule in terms of length overall, beam, displacement, draft, construction, sail area, make of engine & saildrive, etc. The TP52 Class Association was formed by owners who wanted to control their own destiny. Every member of the TP52 Class has a vote and the box rule will only change if 2/3ds of the owners agree. Stability of the TP52 Box Rule has been a key ingredient to the class’s growth worldwide. No rule making body has the authority to change the TP52 Box Rule, except the owners themselves. However, the box rule is not inflexible should the need arise.

In order to promote close racing, the TP52 displacement range is 500 pounds (16,500-17,000lbs.) and the class has a Vertical Center of Gravity (VCG) limit of -2.70 feet above measured waterline. The VCG limit (on both hull & mast) is intended to encourage a longer Grand Prix shelf life by not turning the class into a hull construction competition. The owners are free to modify their boats within the limits of the box rule. All boats must have a class issued TP52 official measurement certificate in order to race. A rigorous measurement process controlled by TP52 Class Chief Measurer Andrew Williams and class approved fleet measurers insure that all the boats are “in the box.” Mr. Williams is an ISAF & ORC certified measurer and most recently was in charge of measurement of the sailboat classes at the 2004 Olympic Games in Greece.

By setting a fairly tight “Box”, TP52’s have very similar performance characteristics, yet the owner has some room to customize for local conditions. TP52’s are built with carbon hulls and honeycomb cores. The carbon fiber masts are built very strong to carry the masthead roller furling jib loads. TP52’s are beautiful examples of modern boat design and construction techniques coalescing to produce an excellent, all around, grand prix racing yacht. Unlike the America’s Cup or Volvo Around the World race boats which only race once every 4 or 5 years, the TP52’s schedule is year round on a global scale providing the owners, sailors and sponsors a lot of value for their time & money. Approximately 70% of the races on the TP52 schedule are allocated for traditional buoy racing with the remaining races being coastal, point to point and/or offshore.

Every sailor who has been on the helm of a TP52 agrees these are fantastic boats to drive upwind and downwind. They feel like a giant dinghy. Due to their light weight, the steering on the twin carbon wheels or tiller is finger tip control. TP52’s are as fast as good 60’ footer upwind and a fast 70’ footer off the wind. Around the buoys they are great fun to sail as they have no runners or overlapping jibs and use the forestay’s hydraulic cylinder to maintain consistent mainsail shape. Whether it’s blowing 5 knots or 30 knots, the mainsails of the TP52’s always look perfect! Off the wind, the passing lane is huge as the TP52’s sail hot angles which creates a lot of leverage. Closing speeds on opposite gybes downwind can approach 40 knots giving the crews and spectators a real thrill.

Being only 52’ long, “first to finish” is not a priority. TP52’s do not race against the clock like some of the larger Maxi’s (boring), they race against each other. No one can simply build a larger TP52 and win in this class. Owners know they are buying into a controlled development class and understand how to play the grand prix game. The TP52 Class is for owners & sponsors who want to play a top end game. The owners in this class have all been around the block before and want to be part of an organized class with strong management that has their long term interest at heart. The TP52 Class is not for the faint of heart, but you don’t have to be a billionaire to win either.

The philosophy of the class is to provide a platform the market supports and not to legislate down to the nitty gritty detail that drives everybody nuts. It is a warm open class that allows both professionals and amateurs to compete on the same venue. The TP52 Class welcomes the participation of sailors from all walks of life to compete in class events according to class rules and the universal TP52 box rule.

Tom Pollack Tom Pollack has been the Executive Director of the TP52 Class for 6 years. In october 2007 Tom retired from this function and was awarded by the TP52 Members the Honarary Membership title. Tom was a member of the US Sailing Team in Flying Dutchman Class (1984-88) and has sailed since he was 5 qualifying him as a “Sailing Aficionado”. Tom is known as a “no nonsense, result oriented manager” who the owners have depended on to successfully steer the class.

RECENT HISTORY BY ROB WEILAND

2007 certainly was the “intermediate year”. With the epic centre of TP52 racing moved solidly to the Med and the racing and all that comes with that reaching new levels of quality a new requirements and standards were felt to be needed by the Class Members. In 2006 it was decided that the TP52 Bylaws and Class Rule were in need of updating and so it came that the Members voted in favour of a revamped TP52 Bylaws and TP52 Rule at the October 2007 Annual Meeting.

From then on the official names are TP52 Class, the TP52 Bylaws, the TP52 Rule, the TP52 Annual Class Meeting as the supreme governing body of the class made up by the Regular Members, who from their midst choose the Class President and the TP52 Executive Committee.

2007 certainly not was an “intermediate year” when it comes to the activities on the water. A highly succesful MedCup with as many as twenty one TP52’s racing was followed by the best TP52 Globals sofar. In Porto Cervo sixteen TP’s competed under challenging circumstances to see Artemis take the well deserved title.

As it was it is the last TP52 Global Championship. The Class received the ISAF recognized status late 2007 and from now on their main event will carry the title World Championship.

For 2008 we expect a six event MedCup and the Worlds in Lanzarote, Canary Islands. With more than fifty TP52’s build worldwide, all of them still racing, the Class sees two devellopments, TP52’s level racing under the TP52 Rule in the Med and TP52’s being optimised for and mainly handicap racing under IRC elsewhere. It is felt that the needs of those two options can be catered for by the TP52 Class, or at least that the TP52 Class is available for all owners of a TP52 to help them cater for their needs. Research is done and ongoing on how the interests of both options can be best served and how the TP52 can be made most suitable for both options without compromising the original concept of the TP52 Class. Also the debate is ongoing on what  structure is the best to support regional racing.

The end of ABS as the scantling rule for offshore racing is foreseen and whilst the TP52 Class is certainly not the first to recognise this, it is amongst the first to look into what comes after ABS and come with proposals to that effect to its members.

In 2009 the members decided to definitely go for a complete overhaul of the TP52 Rule for 2011. The 2011 TP52 will be a faster, lighter, modern racing yacht. It will have less crew and the option to carry besides the crew a guest. In 2009 and 2010 the TP52 Class had twelve members. We hope that with the recession slowly coming to an end the TP52 Class will grow again. In 2009 and 2010 we had five events Audi MedCup and the TP52 Worlds organised by the MedCup organiser, WSM.

Especially in 2010, when many of the high profile AC teams choose to join the class racing, the level of racing was very high and intense. With the AC likely going the multihull route we foresee these teams to rearrange their priorities and the TP52 Class return to the mix of owner/driver and pro driver teams that we had in 2008. In a way that should help to get more teams competing. It is lonely at the top as they say. Nevertheless to become the best in a TP52 fleet will never be easy. You really are with the top of our sport if you lead in this class.

In 2011 six TP52’s were build to the 2011 TP52 Rule. Proving the decisions that we made were right. The recession is still with us however and wherever you look in yacht racing it is slow progress, if not survival of the fittest. With the best show in town, the Audi MedCup, and the best vehicle to race in, the TP52, we expected to be allright.

But at the end of 2011 MedCup split from their sponsor and stopped the event. With very little time to organize ourselves for 2012 three members, Doug DeVos, Alberto Roemmers and Niklas Zennström, decided to set up a management entity to take control of our marketing and events that will be in action from mid 2012, so effectively from 2013.

For 2012 we chose to do a mix of existing events and events that we organize ourselves with the help of the leading yacht clubs in the Med. With Trofeo Conde de Godo, Sardinia Cup, Copa del Rey and the Valencia Worlds included in a series of four events, to be raced with a mix of TP52s and IRC52s on real time, this will be another entertaining as well as highly competitive season.

During the 2012 PalmaVela the three members via the recently appointed marketing manager (Jacaranda Marketing) announced the introduction of the 52 Super Series. This concept will be worked out and marketed in the months to come. For the TP52 sailing it meant that the mix of racing with IRC52s will be continued into 2013. The 2013 program was announced and as novelty included two events in the US: Key West Race Week and the Gaastra TP52 Worlds in Miami. Then 52 Super Series continued in the Med with Conde de Godo in Barcelona, the Marina Ibiza Royal Cup, Copa del Rey and the Week of the Straits in Porto Cervo. During the year it was announced that 52 Super Series appointed Agustin Zulueta as CEO and guaranteed the series to continue up till 2017.

On that basis and with the introduction of the 2015 TP52 Rule, guaranteed to be kept stable for three years, a solid basis was put in place for 2014 – 2016 as well as to order new boats to race with from 2015. The 2014 Super Series saw the first of these new boats, the Brazilian flagged Phoenix, tuned down to the level of the 2014 TP52 Rule, but another stimulance to build new for 2015.

Again racing started in the US, now called the US 52 Super Series, with Key West Race Week and the US Championship in Miami. Then the Barclays 52 Super Series, a four event series, started with the Rolex Capri Sailing Week with nine boats on the line. Followed by the TP52 Worlds in Porto Cervo, Copa del Rey and the Zenith Royal Cup Marina Ibiza as great closing location.

For 2015 a five event Super Series is planned, venues are: Valencia, Porto Cervo, Portals Nous, Palma and Cascais. Eight to ten new boats are expected to race in 2015, together with three to five existing boats. The Class is back on track, now the mission is to keep it that way.

In the end it was nine new boats! And twelve boats competing in the 2015 Super Series. Great not to be worried about enough boats turning up to race and concentrate on how to manage a fleet this size. Azzurra became the 2015 top boat and World Champion. Best owner driver boat was Sled, very good for a team new to the Super Series.

In 2016 we saw a five event series: Scarlino, Porto Cervo, Portals Nous, Menorca (TP52 Worlds) and Cascais. From Cascais the teams shipped to Palm Beach to prepare for a start of the 2017 Super Series with two events in Florida (Key West and Miami. After Miami the fleet shipped back to Europe for four more events (TP52 Worlds in Scarlino, Porto Cervo, Portals Nous and Mahon). Both in 2016 and 2017 we saw on average 10-11 boats racing and the boats and teams over time getting closer and closer in performance.

Now at the end of 2017 like in 2015 nine new boats are being built for competing in the 2018 Super Series. While our class president Niklas Zennström and team Rán is taking a break from TP52 racing we see quite a few former members returning and new members joining, which will make 2018 a much less known quantity and really exciting to see how all the new boats and new teams will pan out.

Eleven teams raced in the 2018 series. Luna Rossa, finishing 4th overall, got better over the season and won the final event in Valencia but the overall podium was for Quantum (1st), Platoon (2nd) and Azzurra in 3rd. The Plattner family joined with a new Phoenix and Souza Ramos (Onda) rejoined but just for one year.

In 2019 it was again 11 boats in the series and 8 of them racing the full series. The Plattner family at times racing two boats, Tina helming one and Hasso the other. Bronenosec joined with a new boat. This time it was Azzurra winning the overall title, Platoon 2nd and Quantum Racing 3rd. We were all very much looking forward to 2020 with the first two events planned to take place in Cape-Town, South Africa.

Once in Cape-Town, early 2020, with 10 boats racing exceeded our expectations in so many ways, Covid struck and event 2 aasnd indeed all racing for 2020, a 6 event series, had to be cancelled. Azzurra won that event, Hasso Plattner’s Phoenix was 2nd and Quantum Racing 3rd. It was to be Azzurra’s last event, with Alberto Roemmers (94) no longer fit enough to enjoy his team it was a good decision but in many ways also sad to no longer have the team in the series her owner helped to create. As things go, Azzurra became Interlodge and is still with us helmed by her new owner, Austin Fragomen.

Covid continued to move the goalposts but finally from summer 2021 we were racing again and we managed a 3 event series based on all 3 events being held in Spain to be least vulnerable on logistics. This was to be the best year for Sled sofar, realizing the “Double”, winning both the Rolex TP52 Worlds as well as the 52 Super Series. Again we had eleven boats racing, of which 9 scoring for the series. It was very uplifting to see the support and enthusiasm after all the covid hassle. In Puerto Portals we celebrated the 20th Anniversary of the TP52 Class with an Invitational event which attracted 7 TP/IRC52s. Great to see 16 TP52s on the starting line once more. From the 7 it was the Whitcraft family’s Vayu that decided to do one more event of the series that year and from there to join the 2022 series in full. Great addition, with 5 and sometimes 6 family members on board and certainly often very well in the result’s mix.

Now, the 2022 Super Series is just behind us. We finished off the 10th Anniversary year of the series in Barcelona with 10 boats racing and a great party. The Members at their Annual Meeting decided to “freeze” the class rule for another 3 years to offer certainty and stability to those interested to join and/or to build new. This was a Doug DeVos year, never before he had the time to helm Quantum Racing this much, 4 out of 5 events, and winning the “Double” with his team certainly was an emotional moment, even for this battle hardened team. Phoenix did not make it easy for Quantum Racing till the very last day and finished 2nd overall with in 3rd Platoon. In Barcelona we saw Provezza finish on the podium in 3rd. No bigger smiles will ever be seen than from Ergin Imre and his team when doing well. The party was one not to forget, and lasted till the next morning, for some…… 2023, HERE WE COME!!

Rob Weiland Rob is the TP52 Class Manager, a function that was created by the TP52 Executive Committee on request of the Members in 2006. The now (2022) 71 year old Dutchman has worked for over twenty five years as project manager for the construction of racing and cruising yachts before joining the TP52 class in 2006. Running the daily affairs of TP52 Class is certainly different from project managing new builds, but the experience of the past still comes in handy at times.

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Yachting World

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Fastest race boat? Meet Wally’s new TP52 beater, the wallyrocket51

• Toby Hodges
• October 4, 2023

Wally Yachts has unveiled a new one-design racing yacht, the wallyrocket51. Toby Hodges takes a look at what Wally hopes to be the fastest race boat

Product Overview

“This will be the fastest boat in the world on corrected time,” Wally founder Luca Bassani announced at Ferretti Yachts’ global unveiling of the wallyrocket51 in September. On paper, the one-design racer should be faster than the top racing yachts in IRC and ORC classes, yet rates lower. Its potential for prizes (and fun) therefore looks highly promising.

‘Faster and less expensive’ is the slogan.

It’s a surprise move from the iconic Italian brand, which has latterly been focussed on large power yachts and performance cruising superyachts . This is its smallest new Wally since the 37ft Wally Nano daysailer 15 years ago, and by far the most race oriented.

And it’s deliberately pitted in this size range to line up against the most competitive class, the TP52s . “The benchmark boat to beat is the TP52,” Bassani confirms, “but Wally will always be faster.” He calculates that in a one hour race the wallyrocket51 will be 20-30 seconds quicker in real time and 40-50 seconds quicker on corrected time. That’s not bad over a typical two hour race!

The wallyrocket51’s sleek deck lines

Wallyrocket51, TP52 killer?

The 1ft less length is critical in allowing the design team to optimise the hull and appendages to get a rating bonus in other areas, such as the wallyrocket’s very light displacement, water ballast and a trim tab on the keel.

What really sets this new project apart from just marketing hyperbole, is that the naval architecture is by Botin Partners, the same designers behind some of the most successful TP52s. This studio’s designs have won 12 consecutive season titles, so it knows all the secrets of the class and design rules.

“It’s designed by Botin against a Botin. In light winds it will be faster in any condition,” says Bassani with a knowing smile.

The ultralight displacement of 6,250kg will be key to achieving such a promise. It compares with the TP52’s minimum displacement (governed by its box rule) of 6,975kg or the 8,250kg of the ClubSwan 50 . While there will be less crew aboard too…

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The water ballast system has a 550-litre capacity, the equivalent of five crewmembers on the rail. It takes 80 seconds to fill, 60 seconds to ditch, and just 10 seconds to transfer from side to side.

Meanwhile, an adjustable trim tab on the trailing edge of the keel will help it go faster and higher, and crucially, not sideways, says Bassani. The aim of the trim tab is to produce lift upwind for a smaller keel stem profile to help produce neutral leeway. Aligning water flow with the boat also means less drag, hence Wally’s claims that it will sail higher and faster than the competition.

While it’s’ designed for 11 crew (935kg), the wallyrocket51 can actually be crewed with 8 or 9 aboard with the addition of a fully electric winch package, says Bassani. Nevertheless they have gone with twin grinding pedestals to avoid a higher rating penalty (the aft pedestal can be replaced by an electric motor for more shorthanded racing ).

Vasco Vascotto, one of the world’s most successful regatta sailors, and Argentinian Olympic sailor Guillermo Parada, are project developers, who have helped shape the one-design series as well as make the design easier to handle and fun. Vascotto believes the wallyrocket51 is something everyone is looking for and wants: “A yacht able to perform in all regatta fields, but at the same time that maintains the design and that is fun.”

The aft grinding pedestal can be replaced if electric winches are fitted for shorthanded sailing

Carrau expands further on this: “We looked at everything, from windward-leeward courses in 6 to 25 knots of wind, to the classic offshore 600-milers such as the Rolex Middle Sea , Rolex Giraglia, RORC Caribbean 600 or Fastnet Race … Indeed, our simulations show that she can beat her competition under IRC or ORC in any of those inshore or offshore scenarios.”

“The wallyrocket51 is very close to our hearts and has eluded us for years as we sought to develop a design that could win any regatta in the world,” continues Wally’s managing director Stefano de Vivo. “We have cracked it at last.”

The first wallyrocket51 is in build at Wally’s new carbon fibre specialist facility within Ferretti’s gargantuan 70,000m2 yard in Ravenna. This includes two new ovens to cook yachts up to 50m. “No one else has this facility,” says Bassani.

Hulls will be built in pre-preg carbon with Corecell foam, while Nomex is used as the core for the deck. Wallyrockets will sport high modulus Southern Spars masts, Future Fibres AeroSix rigging, and carry 164m2 of upwind sail and over 360m2 downwind.

So what about the cost – the ‘less expensive’ part of the slogan? ”It costs around €2m to run a TP52,” Bassani estimates, “but you will be able to run this for less than a third of that.” He puts this largely down to TPs needing those extra crew numbers over a full season of events. And that Wally will have strict rules on expenditure, which a one-design format helps control.

They will offer their staff to look after the boats, so he sees some clients doing long charters too.

Wally has prided itself on being a market innovator, claiming it is ‘30 years old but 20 years ahead’. As an example, it cites the beach terrace concept Bassani came up with in the late 1990s and which is used by many new designs today.

So why now? Why try to top a class which is already 20 years old? Bassani says that there is a need for a new racing class, something exciting but smart and reasonable. While secondly, he adds that: “fast and easy was always Wally… and we need to go back to fast!”

Wally has a network of owners and knows what they are looking for. With its new WallyWhy power range as potential motherships, Bassani believes the wallyrocket51 will be the perfect complement for racing. “It’s more fun and much less expensive than a 40m performance cruising sailing yacht,” he says, adding that such a superyacht is three to four times the price of a 90ft WallyWhy 200.

The first two wallyrocket51s are slated to launch in the summer of 2024.

Wallyrocket51 specifications

LOA: 15.5m LWL: 14.68m Beam: 4.32m Light Displacement: 6,250kg Draught: 3.50m Water ballast: 550kg

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