catamaran lerouge 44

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• Description

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• Équipements

Multicoque KSENIA Lerouge 44

Rare catamaran sur plan Lerouge. Préparation récente pour grande autonomie avec des équipements récents et de très bonne facture. REPRISE ET PLACE DE PORT POSSIBLES ! Contact Jean-Pierre 06 85 021 075.

Le mot du propriétaire : Nous l'avons équipé pour le grand départ en visant l'autonomie et la fiabilité absolue.

Informations techniques

Infos motorisation.

• • 2 x 27 CV CRAFTSMAN
• • Ligne d'Arbre

Électronique / Communication

• • Loch-speedomètre B
• • Prise de quai
• • Circuit 220 V
• • Circuit 24 V
• • Circuit 12 V
• • Chargeur MASTERVOLT 3500 W
• • Alternateur 2 X 75 Ah
• • Batteries de service lithium 24 v
• • Batteries moteur 2 de 2021
• • Générateur Whisper power 4 KVA
• • Convertisseur Mastervolt 3500
• • Eolienne Rutland 24 v 450 w
• • Panneau solaire 6 x 210 w
• • convertisseur 24/12 v .
• • VHF SIMRAD RS 20
• • Radar 24 M
• • Détecteur radar
• • Reflecteur de radar
• • Routeur WI-FI
• • VHF portable

Pont / Accastillage

• • Echelle de bain
• • Douchette de cockpit
• • Eclairage de cockpit
• • Coussins de cockpit
• • Taud de soleil
• • Casquette de roof / cockpit
• • Rideaux intérieurs
• • Chariot de grand voile
• • Rail d'écoute de grand voile
• • Manivelle de winch x2 électriques
• • Gréement de spi
• • Bout dehors
• • Barre franche x2
• • Emmagasineur NX 5
• • Enrouleur de génois
• • Bande anti-UV
• • Grand voile full batten
• • Spi asymétrique
• • Trinquette
• • Lazy jack

Sécurité / Divers

• • Ancre 25 kg. 45m de chaîne et 50m de câblot
• • Guindeau électrique
• • Pompe de cale
• • Coupe-orins
• • Armement hauturier complet et révisé
• • Peinture de coque hempel
• • Antifouling 03/2020
• • Traitement anti-osmose préventif 2020
• • Jupes de coques
• • Haut parleurs extérieurs
• • Annexe 3 D TENDER 3 M
• • Moteur annexe 8 CV YAMAHA

Équipements / Confort

• • Table à cartes
• • Chauffage
• • Chauffe eau 40 L
• • Dessalinisateur 60L/H
• • Réfrigérateur
• • Réchaud vitrocéramique 2 feux
• • Micro-ondes
• • Lave linge

Galerie photos

Contacter votre spécialiste

Voir le téléphone

06 85 02 10 75

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LEROUGE AZULI

• +33 6 88 09 46 68
• www.multicoquesconsulting.com
• Lying Quimper, France

Practical Information

• Technical specification
• Test : Azuli
• Finance your Azuli
• Insure your Azuli

Description

AZULI IS AN ICONIC CATAMARAN OF THE PRODUCTION OF ERIK LEROUGE AND THE SOUBISE YARD. This pioneering multihull implements all of the architect's cruising solutions. Well built by a shipyard that masters the polyester glass foam sandwich process, the chassis is elegant and ergonomic, the structure solid and light. The artistic and harmonious geometry offers a first-rate sport-comfort compromise. Fluid silhouette, lowered center of gravity, nacelle well clear of the water and narrow floats, here is the Soubise-Lerouge recipe for excellent performance at all speeds. The pivoting garlic mast is reliable, pleasant to use (no need for ball slides) and very efficient. Much less expensive than Freydis 46 whose DNA it shares, Azuli is an intelligent, fun and safe approach to multihull cruising. Comparison with certain current catamarans may suggest that the interior volume is small... but they do not have its nautical qualities! Azuli is fast, its passage through the water is flexible and the movements cushioned. In the breeze, it is capable of exceptional averages and the behavior deserves only praise. The interior volume is smaller than the Freydis... but for half the budget! This example has been well monitored and maintained, recent motorization, very recent rigging (2023), complete and functional electronics, tender and HB engine, recent deck panels and deck paint, sails in good used condition (revised 2024). . boat ready for 2024 season.

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Erik lerouge, 50 ans de voile

Tous les articles

sailmore.org

I love sailing. I started sailing at the age of 6 and never stopped .

Since June 2019, I am the proud owner of Grand Citron Vert , a 44' - 13.50m catamaran by Erik Lerouge . From 2020 until June 2023, I have done a full refit of the boat under the supervision of Erik Lerouge. The boat has been totally demounted to keep just the raw hulls. The reconstruction by specialists in south Brittany took 2 years. The objective was to have a light and simple, secure and seaworthy boat to go sailing around the world.

End of July 2023, I left Bénodet in Brittany, France to start my sailing trip around the world.

You can always check where I am sailing right now on the oceans. The link is https://share.garmin.com/GEYC9 You can also click on the arrow on the blue menu on the bottom of the screen.

• 08/2019 - 500 miles from Valencia, Spain to Gibraltar
• 08/2019 - 350 miles from Gibraltar to Sines, Portugal
• 11/2019 - 55 miles from Sines, Portugal to Lisbon, Portugal
• 08/2020 - 635 miles from Lisbon, Portugal to Bénodet, Brittany, France
• 11/2021 - 71 miles from Bénodet, Brittany, France to Hennebont, Brittany, France
• 10/2022 - 55 miles from Hennebont, Brittany, France to Bénodet, Brittany, France
• 11/2022 - 55 miles from Bénodet, Brittany, France to Hennebont, Brittany, France
• 07/2023 - 55 miles from Hennebont, Brittany, France to Bénodet, Brittany, France
• 08/2023 - 450 miles from Bénodet, Brittany, France to Camarinas, Spain
• 08/2023 - 300 miles from Camarinas, Spain to Lisbon, Portugal
• 08/2023 - 55 miles from Lisbon, Portugal to Sines, Portugal
• 08/2023 - 80 miles from Sines, Portugal to Lagos, Portugal
• 09/2023 - 460 miles from Lagos, Portugal to Agadir, Morocco
• 09/2023 - 260 miles from Agadir, Morocco to Lanzarotte, Canaries
• 09/2023 - 100 miles from Lanzarotte, Canaries to Las Palmas, Canaries
• 09/2023 - 40 miles from Las Palmas, Canaries to Pasito Blanco, Canaries
• 09/2023 - 925 miles from Pasito Blanco, Canaries to Palmeira, Cabo Verde
• 10/2023 - 125 miles from Palmeira, Cabo Verde to Mindelo, Cabo Verde
• 10/2023 - 125 miles Mindelo, Cabo Verde to Palmeira, Cabo Verde
• 11.2023 - 125 miles Palmeira, Cabo Verde to Mindelo, Cabo Verde
• 11/2023 - 2522 miles from Mindelo, Cabo Verde to Le Marin, Martinique
• 12/2023 - 100 miles from Le Marin, Martinique to Bequia, SVG
• 01/2024 - 150 miles in the Grenadines
• 01/2024 - 20 miles from Union, SVG to Carriacou, Grenada
• 01/2024 - 40 miles from Carriacou to Grenada
• 02/2024 - 40 miles from Grenada to Carriacou
• 02/2024 - 20 miles from Carriacou, Grenada to Union, SVG
• 02/2024 - 50 miles from Union, SVG to Bequia, SVG
• 02/2024 - 100 miles from Bequia, SVG to Le Marin, Martinique
• 04/2024 - 1400 miles from Le Marin, Martinique to Linton Bay Marina, Panama

Grand Citron Vert

Sail More - Work Less

because life is about sailing

44' catamaran ville audrain designed by erik lerouge, about grand citron vert, recently about gcv.

The blog of Grand Citron Vert! What's new? Updated if we have time to post what is happening with GCV. At least to build GCV's history.

The pictures of Grand Citron Vert since day 1, when I first visited her in April 2019. Everything about the boat, the refit, the cruises...

Let's see if we can create interesting videos of the refit and of our sailing adventure. We have drone and GoPro and camera and different phones!

GCV journey

Bought on 19/06/2019 in Valencia, Spain. What happened since then? Follow GCV's chaotic journey as it never goes as planned.

Carré presque prêt avant peinture

La nacelle – carré et...

Cabines arrières vides avant peinture

Cabines arrières vides après ponçage...

Staying at Sines, Portugal

Sines, Portugal – 09/2019 Sines...

GCV: the interior

Marina South, Valencia, Spain –...

I started sailing at the age of 6 yo at Ile Tudy sailing school, a village on the seaside in Brittany .

At 23, I started sailing cruises. Since then, I have done more than 50 sailing cruises in many different countries in the world. I have skipped sailing boats up to 55 ft, and organised sailing cruises with crew up to 12 people for period up to 3 weeks.

Since 19/06/2019 I am the proud owner of Grand Citron Vert, a 42′ catamaran Ville Audrain – increased to 45′ – designed by Erik Lerouge . My objective is to go sailing around the world.

Let's chat!

Need more information? Send me an email or drop me a line. I don’t bite!

• [email protected]
• South Finistere, Brittany, France

An Interview with Multihull Designer Erik Lerouge

Here is an interesting exchange that I had recently (April 2009) with the noted French multihull designer Erik Lerouge. As one of my personal favorites, I have long admired his work, being most notable for designs that both look great and sail efficiently. Windage is kept low, wing decks high; combined with overall high beam, floats of high volume and very efficient rigs, often with rotating wing masts. His "Azuli" and "Freydis" designs have been particularly successful.

MW: Can you please first give my readers an idea of your sailing background? EL: I started sailing a TORNADO in 1970. Then bought an IROQUOIS with my father a year later and started designing multihulls in 1976, now having signed off on over 400 different sailing designs, the majority of which have been catamarans. After a few one-offs, I designed the PULSAR 26 which was a highly successful racing and cruising trimaran. A nice blend of comfort, seaworthiness and performance all in a trailerable package. From this, the PULSAR range was developed.

Most interesting is the PULSAR 30 "TROU NOIR" which did very well racing in Finland. Also creating a fascinating history was the PULSAR 50 called "RAYON VERT" a true Class 50 that was homebuilt by a couple in their fifties in only 2 years. She was entirely laminated under vacuum over male plug moulds and had carbon beams, board, mast and boom. The couple then left for a troublefree 3-year Round the World cruise with no other multihull experience other than a couple of sails on a HOBIE 16!

I have become very interested in foil stabilized trimarans. This is something that continues to interest me and I am looking forward to the trials of DINABAR.

MW: Have you used any tank testing in the design of your hulls and if so, how are your designs better because of them? EL: I did do some research on catamaran hulls. First it was to prove my point with regards to forward section dynamic lift and then to optimize stern sections. At that time, there was the debate between fine sterns and flat transoms. This has been extremely useful and I have used these results on all my multihull hulls.

MW: Do you know of other designers that use tank testing to predict and improve performance? EL: This is usually only done for high profile racing programs, such as for'Groupama 2'. I personally do not feel there is a lot more to learn re basic hull shapes. The overall concept is more important and the challenge now is improving behavior in waves of ever faster multihulls. As this cannot yet be analyzed in tank tests, there is fortunately still room for intuition and experience!

MW: Based on any tank test results you may have seen for very slim hulls, what % of the total hull resistance for a typical multihull ama or hull, is frictional compared to wave making? EL: There is no simple answer. It all depends of the range of speed you are considering. In any case, frictional drag is fundamental so there is absolutely no hydrodynamic reason to design wide flat-bottomed hulls. Only the ends might be adjusted for the speed potential or wave behavior. Fine sterns are good at low speed in calm waters but poor at high speed or to damp pitching.

MW: How does the performance of your smallest multihull (26') compare to others out there? EL: Sorry, but it is illegal in France to make these kind of comparisons… our vision of morality! But the main difference with the competition is that my boats have full length, high buoyancy floats. This gives outstanding rough weather ability and allows one to carry a powerful rig.

MW: For a smaller trimaran, do you have any preferred folding system that you'd recommend? EL: It's plain nuts and bolts! This is light, stiff, reliable, cheap and easy to built and maintain. Although folding systems are well marketed, they are rarely used in Europe. But all systems have their drawbacks: Swing-wings exceeds towing width for a roomy 26 footer and increase overall length in marina. What's the point of such a complicated system if you still need to unbolt the floats for transport? Or if you have to pay a size up for marina fees?

(Ed: this unbolting is no longer the case with the latest Dragonfly models. However, Erik points out that "in Europe, this can still be an issue as max. towing width is 2.55 m or 8'-4". Towing in Europe and America is not the same. Neither are the roads, cars or distances".)

On other systems, access from a pontoon, fouling on the topsides, stability in difficult conditions, height on the trailer are other problems. All folding systems work better with small floats so for conventional trimarans, this is bad news.

My PULSAR models get their performance and safety from their large and long floats, that are just not suitable for folding systems. In my opinion, folding systems require a total rethink of the trimaran concept, with really small floats, most likely foil assisted.

MW: Is it possible that you'll soon be designing a smaller multihull that might interest our readers? EL: The PULSAR 23 is a new model. It is presently conventional but it may evolve into a foil-stabilized folding trimaran.

MW: Can you elaborate more on this new 23' model? EL: Our program is not to do the fastest 23' tri around but a simple, practical, safe fast cruising trimaran. She will be towable with a simple French driving license. (A special license for towing is required in France if total weight of vehicle + trailer exceeds 3.5 tons.) Originally, she was to be a smaller sister to the Pulsar 26. No more standing headroom, just seating. So that it could be lighter and less voluminous to transport. The 7 m length limit avoids certain taxes in France. Then to further reduce building costs and keep a nice interior, I decided to eliminate the dagger board in favor of float keels as already fitted on the Pulsar 33. These were inspired by my successful catamaran keels. See: www.lerouge-yachts.com/cat_TKS.htm

MW: What particular aspects are you testing for, re any new project and will you be reporting on any of this work later on? EL: A problem for trimarans is that they are more expensive to build than catamarans. They require more moulds, have more hulls and more skin area—and also lots of stability [that demands a stronger rig etc]. I am working on this problem and something may happen if I find the correct boatyard willing to invest in this market.

MW: Balanced against cost, do you have any preferences for construction materials for smaller multihulls? EL: Without any doubt, foam-sandwich is ideal for 90% of the cases. Strip planking is a good economic choice for a home-builder in countries where proper wood is readily available and foam prohibitively expensive to obtain.

MW: For foam sandwich, do you use large sheet layup over male stations, or vertical or horizontal strip? And do you use vacuum bagging or hand wet layout? EL: Depends of shape, availability of materials and budget. For one-offs: assuming Airex foam is the choice, I use sheets on a battened male mould for the main hull. Many were built using Corecell foam strips however. Always longitudinally over stations, with the main hull over male sections while the floats were in half female sections, having a joint at the centerline. All this can be done in hand wet layout. If the lightest weight is desired, then I use a male plug, foam sheets and vacuum bagging.

For production boats: all are done in female moulds and resin infusion has become the norm.

MW: What is your latest thinking on % of ama buoyancy? EL: On conventional trimarans, such as my PULSAR, I go for nearly 200%, for both safety and power. On a foil stabilized trimaran, just 90% would be interesting to give a nice static stability curve up to 90° without the main hull lifting.

MW: What has been your experience using a significant knuckle in the main hull re making the boat drier and/or adding interior space or any other reason? EL: I have used a significant knuckle on the PULSAR 26 to be able to fit a nice accommodation within the length limit of the old Micro-Multihull rule. The foredeck then became wider and more comfortable. But the knuckle generally increases building time as well as skin area and weight and can also catch waves. For the same cost of materials, I would prefer to design a simpler but longer hull with simple flare, such as on my PULSAR 31. In normal sub-gale conditions, the knuckle also adds to the dryness of the boat.

Comparing boats by their length has always been the big drama of yacht design. This is done for harbour fees, custom, racing rules or whatever. But what should be really important is to design 'the best boat for a given budget'. For that, a longer simpler boat is difficult to beat. It is undisputed fact that a longer, narrower main hull will be more seakindly than a shorter, wider one.

MW: One can note that many of your designs have wing masts. Do you design these yourself and if so, what is your approach? For example: Do you spread the boats maximum righting moment over the length of the mast - opposed by the two supporting points—the mast step and the hounds (where the shrouds are attached)? EL: All my designs have rotating masts for obvious reasons! .. they are more efficient. When available, aluminum masts are cost effective so I have been pushing mast manufacturers to invest in suitable extrusions for rotating masts.

The ideal is a carbon mast and there are several good manufacturers with suitable moulds and an autoclave who are able to make the lightest masts with high-modulus for a realistic price. Personally, this is the first place where I would put my money on a boat. Some carbon masts are made by the boatyards themselves or even by homebuilders. I have designed and built a couple for myself but while the result is better than an aluminum tube, with low-modulus carbon and "only" vacuum techniques, it cannot compare in weight with the best carbon mast manufacturers.

In some cases, a suitable aluminum rotating mast does not exist for the size of the boat, or is too expensive to import and a carbon mast exceeds the available budget. In such a case, I have designed a plywood/epoxy/carbon wingmast which can be built in 200-300hrs with minimal material cost. The weight is close to that of aluminum but with a far greater chord. The mast is also stiffer and we can save a lot on the rigging. But I am not marketing these masts designs. They are done as an added service to my clients when it seems the best answer.

The engineering of these masts depends of the sailplan. Mainsail loads are spread, while the jib and spinnaker loads are concentrated. Worst cases of sailing are analyzed in various sail configurations, noting that some parts of the mast work in bending, others in compression. In some cases, I could eliminate the spreaders.

MW: For your plywood/epoxy/carbon wingmasts, is all the load taken by the carbon or is the mast primarily built with fibreglass over the ply and only supplemented by carbon at high stress areas? EL: Fiberglass is only there to protect the plywood and with its low modulus has a very small influence on mast thickness. Stress is largely taken by the ply skin and beams. Their scantlings are mostly dictated by the building process. Carbon is cost/weight effective to take the remainder of the load.

MW: Merci beaucoup Erik for your time and enthusiasm to answer these questions for my readers. EL: You are most welcome. Au revoir et bonne chance!

We recommend that our readers also visit Erik's website. Go to www.lerouge-yachts.com/trimarans.htm and this links to many of his wonderful boats as well as good info on various building methods.

Interesting also for the pics (text in French) is this website from a Pulsar 26 enthusiast trimarandiomedea.free.fr/ Also for the pics (text in Finnish) is this site on the Pulsar 30 'Trou Noir': www.trounoir.fi/trimaraani

"New articles, comments and references will be added periodically as new questions are answered and other info comes in relative to this subject, so you're invited to revisit and participate." —webmaster

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804 815 1233

 Freydis 46 Catamaran Sailboat by Erik Lerouge

Cénou

Fast, comfortable and fun to sail.

Cénou is a Freydis 46 designed by Erik Lerouge. It offers a blend of comfort and performance. Able to sail at or better than wind speed in lighter winds, Cénou is easily driven and will average 8 to 10 knots all day in heavier air, rewarding those who like to sail without leaving behind comfort. Because the boat is so responsive to sail trim and gives quick feedback, it is a helpful platform to improve your sailing skills.

Length: 46 feet/Beam: 26 feet/Weight: 10 tons/ Sail Area: 1,260 sqft on the wind. 2,764 sqft off the wind/ Mast Height off the water: 71 feet/ Propulsion: 2x39 hp Yanmar/ Fuel: 60 gallons/ Water: 100 gallons/ Water maker/ Electrical: 12V, 24V and 110V AC/ Satellite  communication/ 11'6" RIB with 20HP

Sail the Blue LLC

270 Bellevue Ave, Newport, RI.    

PH: 804-815-1233