racing sailboat top speed

Sail GP: how do supercharged racing yachts go so fast? An engineer explains

Head of Engineering, Warsash School of Maritime Science and Engineering, Solent University

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Jonathan Ridley does not work for, consult, own shares in or receive funding from any company or organisation that would benefit from this article, and has disclosed no relevant affiliations beyond their academic appointment.

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Sailing used to be considered as a rather sedate pastime. But in the past few years, the world of yacht racing has been revolutionised by the arrival of hydrofoil-supported catamarans, known as “foilers”. These vessels, more akin to high-performance aircraft than yachts, combine the laws of aerodynamics and hydrodynamics to create vessels capable of speeds of up to 50 knots, which is far faster than the wind propelling them.

An F50 catamaran preparing for the Sail GP series recently even broke this barrier, reaching an incredible speed of 50.22 knots (57.8mph) purely powered by the wind. This was achieved in a wind of just 19.3 knots (22.2mph). F50s are 15-metre-long, 8.8-metre-wide hydrofoil catamarans propelled by rigid sails and capable of such astounding speeds that Sail GP has been called the “ Formula One of sailing ”. How are these yachts able to go so fast? The answer lies in some simple fluid dynamics.

As a vessel’s hull moves through the water, there are two primary physical mechanisms that create drag and slow the vessel down. To build a faster boat you have to find ways to overcome the drag force.

The first mechanism is friction. As the water flows past the hull, a microscopic layer of water is effectively attached to the hull and is pulled along with the yacht. A second layer of water then attaches to the first layer, and the sliding or shearing between them creates friction.

On the outside of this is a third layer, which slides over the inner layers creating more friction, and so on. Together, these layers are known as the boundary layer – and it’s the shearing of the boundary layer’s molecules against each other that creates frictional drag.

A yacht also makes waves as it pushes the water around and under the hull from the bow (front) to the stern (back) of the boat. The waves form two distinctive patterns around the yacht (one at each end), known as Kelvin Wave patterns.

These waves, which move at the same speed as the yacht, are very energetic. This creates drag on the boat known as the wave-making drag, which is responsible for around 90% of the total drag. As the yacht accelerates to faster speeds (close to the “hull speed”, explained later), these waves get higher and longer.

These two effects combine to produce a phenomenon known as “ hull speed ”, which is the fastest the boat can travel – and in conventional single-hull yachts it is very slow. A single-hull yacht of the same size as the F50 has a hull speed of around 12 mph.

However, it’s possible to reduce both the frictional and wave-making drag and overcome this hull-speed limit by building a yacht with hydrofoils . Hydrofoils are small, underwater wings. These act in the same way as an aircraft wing, creating a lift force which acts against gravity, lifting our yacht upwards so that the hull is clear of the water.

While an aircraft’s wings are very large, the high density of water compared to air means that we only need very small hydrofoils to produce a lot of the important lift force. A hydrofoil just the size of three A3 sheets of paper, when moving at just 10 mph, can produce enough lift to pick up a large person.

This significantly reduces the surface area and the volume of the boat that is underwater, which cuts the frictional drag and the wave-making drag, respectively. The combined effect is a reduction in the overall drag to a fraction of its original amount, so that the yacht is capable of sailing much faster than it could without hydrofoils.

The other innovation that helps boost the speed of racing yachts is the use of rigid sails . The power available from traditional sails to drive the boat forward is relatively small, limited by the fact that the sail’s forces have to act in equilibrium with a range of other forces, and that fabric sails do not make an ideal shape for creating power. Rigid sails, which are very similar in design to an aircraft wing, form a much more efficient shape than traditional sails, effectively giving the yacht a larger engine and more power.

As the yacht accelerates from the driving force of these sails, it experiences what is known as “ apparent wind ”. Imagine a completely calm day, with no wind. As you walk, you experience a breeze in your face at the same speed that you are walking. If there was a wind blowing too, you would feel a mixture of the real (or “true” wind) and the breeze you have generated.

The two together form the apparent wind, which can be faster than the true wind. If there is enough true wind combined with this apparent wind, then significant force and power can be generated from the sail to propel the yacht, so it can easily sail faster than the wind speed itself.

The combined effect of reducing the drag and increasing the driving power results in a yacht that is far faster than those of even a few years ago. But all of this would not be possible without one further advance: materials. In order to be able to “fly”, the yacht must have a low mass, and the hydrofoil itself must be very strong. To achieve the required mass, strength and rigidity using traditional boat-building materials such as wood or aluminium would be very difficult.

This is where modern advanced composite materials such as carbon fibre come in. Production techniques optimising weight, rigidity and strength allow the production of structures that are strong and light enough to produce incredible yachts like the F50.

The engineers who design these high-performance boats (known as naval architects ) are always looking to use new materials and science to get an optimum design. In theory, the F50 should be able to go even faster.

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How SailGP’s foiling F50 catamarans sail so much faster than the wind

Arguably the most technologically advanced sailboats on the planet right now, the one-design SailGP F50 foiling catamarans are capable of breathtaking speeds – at times, reaching four times the velocity of the wind that drives them. But how do they do it?

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The Blistering Speed of SailGP

The catamarans use wings, not sails, and hydrofoils help the boat fly over the water. It’s like a fast video game, with consequences.

By Kimball Livingston

A generation ago, sailing would not, could not have made the short list of team sports played at highway speeds. The boats that most people race are considered fast at nine knots; screaming at 15. That’s about 10 to 17 m.p.h.

Then came the F50 catamaran in 2019, with wings instead of sails and hydrofoils that lift the boats above the friction of the water, reaching speeds beyond 60 m.p.h., as they seemingly fly above the ocean. Indeed, the crew member helping make that happen is called the flight controller, who manipulates the elevations and angles of the left and right hydrofoils centered between bow and stern.

In SailGP lingo, the controller can fly the boat higher or lower. Higher is faster, but riskier because it also gets the boat closer to a nosedive.

The boats also require a new breed of helmsmen — they call themselves drivers — who direct the rapid-fire team choreography in which decisions must be made in fractions of a second.

The wing trimmer, a term from sail trimming days, shapes the wing — an airfoil — for speed and stability. Compared with fabric sails, a wing can provide more stability even while producing more speed. SailGP wings are built from carbon fiber with titanium fittings under a light plastic wrap. The old days of eyeballing sail shape are gone from these boats.

Data from racing and practicing is accumulated and analyzed to determine optimum wing shape for speed in different conditions, and the trimmer uses hydraulic controls to achieve the target settings.

With more moving parts than an airplane wing, an F50 wing has a larger menu of shape settings.

Given more wind, a sailboat tips over farther and farther until it spills wind out of the sails or loses control. Up to a point, SailGP catamarans just keep going faster. The British team hit a record 53.05 knots. or 61.05 m.p.h., during practice last summer.

“Compared to traditional boats, what is striking in SailGP is the complexity of the control systems,” said Nathan Outteridge , a two-time Olympic medalist who drives for the Japanese team. “I should say that driving is pretty easy, until things go wrong.”

Jason Waterhouse , an Olympic medalist who is flight controller for the Australian team, manages the hydrofoils that go up and down at precise angles with precise timing. Get it wrong, and the boat can nosedive.

“I have to have muscle memory,” Waterhouse said about operating the buttons and dials. It’s like a fast video game, with consequences.

Waterhouse also controls the rake, or angle, on the horizontal flaps on the two rudders the driver uses to steer. The flight controller contributes to level flight by dialing in as much as seven degrees of differential rake between the rudder flaps. The flap on the side being pushed down by the wind is angled to push up, and the flap on the opposite side is angled to push down.

“It adds an extra 300-400 kilos [650 to 900 pounds] of righting moment,” Waterhouse said, referring to the forces working to keep the boat from tipping over.

Paul Campbell-James, the wing trimmer for the U.S. team, said that because much of the boat’s hydraulic power was generated by a battery instead of by a crew member turning a grinding pedestal, his team had given that grinder a second job.

“We set up our forward-facing grinder to also be a tactician,” Campbell-James said. The grinder spins the pedestal’s handles to generate power for the hydraulics but also looks for wind shifts.

Wing shape on these boats has taken over most of the trim-in, trim-out of normal sail control, while contributing to level flight. The key is negative camber, shaping the upper wing to pull opposite to the lower wing, countering the forces trying to tip the boat over. Negative camber adds to the effect of the rudder flaps to make for level sailing. Old school it is not.

In turning maneuvers, the crew switches sides and Campbell-James crosses the boat first to take over driving duties before others follow him across. As they come, if he wobbles the helm, the motion could flick his teammates off the deck.

At the same time, he has to keep the boat level in a dynamic turn, press a foot button to raise a hydrofoil, respond as the wing loads up on the new side and hang on against “G-forces that are unbelievable because, remember, you might be going 50 knots. That’s a lot going on.”

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Mastering Sailboat Racing Tactics: A Winning Approach

By: Zeke Quezada, ASA Sailing Races

Sailboat racing demands a unique blend of skills and expertise. The dynamic nature of racing, with its ever-changing winds and currents, requires sailors to excel in various aspects to secure victory. One of the biggest challenges is dealing with the fluid playing field upon which we play.  At North U, experts understand that sailboat racing success is built on a pyramid comprising Boat Handling, Boat Speed, and Tactics, with Tactics reigning supreme at the pinnacle.

Building the Foundation: Boat Handling and Boat Speed

Before delving into the intricacies of racing tactics, it’s crucial to lay a solid foundation. Boat Handling forms the base of the pyramid, emphasizing the importance of mastering the art of sailing. Without proficient boat handling skills, even the best tactics would falter. Next in line is Boat Speed, a universal requirement across all forms of racing. Whether it’s bicycles, bobsleds, or sailboats, speed is the essence of victory in any race.

Reaching the Summit: Racing Tactics

Atop the Racing Pyramid stands Tactics, the ultimate decider in the world of sailboat racing. Once you’ve honed your boat handling and achieved exceptional speed, mastering tactics becomes the key to clinching victories. Tactics, in its broadest sense, encompasses Strategy and Tactical execution, each playing a pivotal role in the race.

Understanding Strategy and Tactics

Strategy is the overarching plan that revolves around wind, wind shifts, and current. It is an overall gameplan detailing how a sailor would navigate the course independently while factoring in the complex interplay of natural elements. On the other hand, Tactics involve the practical implementation of the strategy and the adept handling of other boats in the race. Understanding and adhering to Racing Rules are part of Tactics, as the rules dictate your rights and obligations as you deal with other boats.

General Tactical Tips: 

• Craft a Comprehensive Strategy: Formulate a game plan based on your expectations of the wind’s behavior. A well-thought-out strategy provides a roadmap for your race.
• Get a Good Start: While a perfect start is ideal, it’s not mandatory for victory. Focus on launching at full speed from the starting line, ensuring you have clear air near the favored end. A strong start sets the tone for the race.
• Chase the Wind: Seek out areas with more wind and navigate your boat towards these pockets. Sailing in favorable wind conditions gives you a significant advantage over competitors.
• Embrace Speed: Sailing at maximum speed is a game-changer. Position your boat in a way that allows you to maintain top speed throughout the race. Sometimes, the simplest strategy is the most effective.
• Master the Shifts: Tacking and jibing strategically based on wind shifts is crucial. Upwind, tack when you’re headed away from the mark and sail on the lifts that push you towards it. Downwind, jibe when lifted away from the mark and sail on the headers, guiding you in the right direction.

Sailboat racing tactics are the culmination of strategic planning, meticulous execution, and adaptability to the ever-changing elements. By mastering the art of strategy and tactical maneuvers, sailors can elevate their racing performance. 

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What Is the Average Speed of a Sailboat (Plus Its Top Speed)?

Sailing is a popular hobby and sport enjoyed by many enthusiasts around the world. The beauty of sailing lies in the challenge of mastering the wind and currents to move a boat forward. One of the fascinating aspects of sailing is its speed. Sailboats can move at varying speeds, depending on several factors. In this article, we will dive into the average and top speeds of sailboats and explore the techniques and strategies to increase sailboat speed.

Quick Facts

Understanding Sailboat Speeds

Before delving into the average and top speeds of sailboats, you need to understand the dynamics of sailboat speeds. Sailboat speeds can be determined by the points of sail, wind direction, and boat design. Points of sail refer to the various angles at which a boat can sail in relation to the wind. These angles include upwind, close-hauled, beam reach, broad reach, and downwind (also called a run). Wind direction plays a crucial role in determining sailboat speed. A tailwind is usually faster than a headwind. The boat design also determines the speed potential of a sailboat.

When sailing upwind, sailboats move slower because they are fighting against the wind. Close-hauled sailing is the point of sail where the boat is sailing as close to the wind as possible. It is the slowest point of sail, as the boat is sailing against the wind. Beam reach sailing is when the boat is sailing perpendicular to the wind. It is faster than close-hauled sailing but slower than broad reach sailing. Broad reach sailing is when the boat is sailing with the wind behind it. It is faster than beam reach sailing but slower than downwind sailing. Downwind sailing is when the boat is sailing with the wind directly behind it. It is the fastest point of sail, as the boat is moving with the wind.

Factors Affecting Sailboat Speed

Several factors influence the speed of sailboats. Wind speed is the most significant factor affecting sailboat speed. The bigger the sails, the more power a sailboat has to move faster. Sail area also plays a crucial role in determining sailboat speed. A larger sail area means more power to move the boat. Boat size and weight also come into play, as larger boats require more power to move at faster speeds. Water friction is another critical factor that affects speed. Friction between the hull and the water can slow down a sailboat, but optimized boat design can minimize this effect.

Boat design is essential in determining sailboat speed. The boat’s hull shape, keel design, and rigging all play a role in how fast the boat can sail. The hull shape affects how the boat moves through the water, and a streamlined shape can reduce water resistance and increase speed. The keel design affects the boat’s stability and maneuverability, which can affect speed. Rigging, including the mast and sails, also plays a crucial role in sailboat speed. A well-designed rig can help the boat capture more wind and move faster.

Measuring Sailboat Speed

There are various ways to measure sailboat speed. The most common method is the use of a GPS or handheld speedometer. GPS offers accurate speed readings, while handheld speedometers are affordable and provide basic speed readings. In sailboat racing, measurements are done using speed logs attached to the boat’s hull or through timed performance over a specific distance. Sailboat speed can also be measured using wind instruments, which measure the wind speed and direction and calculate the boat’s speed based on that information.

Sailboat speed is affected by various factors, including wind speed, sail area, boat size and weight, water friction, and boat design. Understanding the points of sail and how wind direction affects sailboat speed is essential in determining how fast a sailboat can go. Measuring sailboat speed can be done using various methods, including GPS, handheld speedometers, speed logs, timed performance, and wind instruments.

Types of Sailboats and Their Average Speeds

Sailboats come in different designs, shapes, and sizes, each with its unique features and capabilities. Whether you are a seasoned sailor or a beginner, choosing the right sailboat type can make all the difference in your sailing experience. Here are some popular sailboat types and their average speeds.

Dinghies are small sailboats primarily used for recreational sailing. These boats are easy to handle and maneuver, making them a popular choice for beginners. Dinghies usually have a single sail, which limits their speed potential. However, their lightweight design allows them to move swiftly through the water. On average, dinghies can move at speeds of 8-15 knots (9-17 mph).

One of the most popular dinghy sailboats is the Laser, which has been an Olympic class boat since 1996. The Laser is a one-design boat, meaning that all boats are built to the same specifications, ensuring fair competition. The Laser is known for its speed and agility, making it a favorite among sailors around the world.

Catamarans are two-hulled sailboats that have a wide beam, making them stable and fast. These sailboats can achieve high speeds and are popular for racing and cruising. Catamarans have a unique design that allows them to sail close to the wind, making them efficient and fast. On average, catamarans can move at speeds of 15-25 knots (17-29 mph).

The Hobie Cat is one of the most popular catamarans in the world. The Hobie Cat is a small, beach-launched catamaran that is perfect for recreational sailing. The boat’s lightweight design allows it to move quickly through the water, and its unique trampoline design makes it comfortable to sail.

Monohulls are the most common sailboat type. These boats have a single hull and can range from small recreational boats to large racing sailboats. Monohulls are versatile boats that can be used for cruising, racing, and day sailing. The average speed range of monohulls is 5-20 knots (6-23 mph).

The J/Boat is a popular monohull sailboat that is known for its speed and performance. The J/Boat is a racing sailboat that has won numerous regattas and championships around the world. The boat’s lightweight design and high-tech features make it a favorite among competitive sailors.

Cruising Sailboats

Cruising boats are designed for comfort and leisurely sailing. They are usually larger and heavier than other sailboat types and can accommodate large crews. Cruising sailboats are perfect for long-distance sailing and exploring new destinations. The average speed range of cruising sailboats is 5-15 knots (6-17 mph).

The Beneteau Oceanis is a popular cruising sailboat that is known for its comfort and luxury. The Oceanis has a spacious interior and can accommodate large crews, making it perfect for extended sailing trips. The boat’s sturdy design and reliable performance make it a favorite among cruising sailors.

Racing Sailboats

Racing sailboats are designed with performance in mind. These boats are usually lightweight and have a larger sail area than recreational sailboats, allowing them to reach high speeds. Racing sailboats are perfect for competitive sailors who want to push their limits and test their skills. The average speed range of racing sailboats is 20-30 knots (23-35 mph).

The Melges 24 is a popular racing sailboat that is known for its speed and agility. The Melges 24 is a one-design boat that is used in numerous regattas and championships around the world. The boat’s lightweight design and high-tech features make it a favorite among competitive sailors.

How to Increase Your Sailboat’s Speed

There is nothing quite like the feeling of sailing at high speeds, with the wind in your hair and the sun on your face. However, achieving maximum speed on a sailboat requires more than just a favorable wind. In this article, we will explore some tips and techniques to help you increase your sailboat’s speed and performance.

Optimizing Sail Trim

Sail trim refers to the setting of the sails in the most efficient way possible to harness the wind’s power and produce maximum speed. Proper sail trim can also improve the boat’s stability and balance. Optimizing sail trim involves adjusting the sails to the correct shape, angle, and tension.

One way to achieve the correct sail trim is to use telltales, which are small pieces of yarn or ribbon attached to the sail. By observing the telltales, you can adjust the sail’s position to achieve the optimal angle and tension. It is also essential to adjust the sails according to the wind conditions. For example, in light winds, the sails should be fuller, while in strong winds, the sails should be flatter.

Balancing the Boat

A balanced boat helps the sailboat move smoothly and efficiently through the water. Balancing the boat involves shifting the crew to counterbalance the forces applied on the sailboat, such as wind gusts and waves. Proper weight positioning can reduce drag and maximize boat performance.

When sailing upwind, it is essential to keep the weight forward to prevent the boat from heeling too much. Conversely, when sailing downwind, it is best to keep the weight aft to prevent the bow from digging into the water. Additionally, it is crucial to keep the weight evenly distributed from side to side to maintain the boat’s balance.

Reducing Drag

Drag is the resistance a sailboat encounters as it moves through the water. Reducing drag can increase speed potential. Techniques to reduce drag include using smooth hull coatings, eliminating unnecessary weight, and keeping the boat clean and free of barnacles and other marine growth.

Another way to reduce drag is to minimize the amount of exposed surface area on the boat. This can be achieved by using a smaller headsail or reefing the mainsail in heavy winds. It is also important to keep the sails properly trimmed, as a poorly trimmed sail can create unnecessary drag.

Proper Maintenance

A well-maintained sailboat operates at its full potential and can achieve higher speeds. Proper maintenance involves regular cleaning, lubrication, and replacement of worn-out parts. It is also essential to keep the sails and rigging in good condition.

Inspect the sails regularly for any signs of wear and tear, such as frayed edges or holes. Replace any damaged sails promptly. Similarly, inspect the rigging for any signs of corrosion or damage. Lubricate the moving parts regularly to ensure smooth operation. Finally, keep the boat clean and free of debris to reduce drag and improve performance.

By following these tips and techniques, you can increase your sailboat’s speed and performance, and enjoy the thrill of sailing to the fullest.

Sailboat Top Speeds

Speed records for different sailboat types.

Sailboats have achieved incredible speeds over the years, with some breaking speed records. The Sailrocket 2 holds the world speed record for sailing at 68 mph. The Vestas Sailrocket 2 is a hydrofoil sailboat that uses advanced technologies to slice through the water at high speeds.

Another sailboat that has broken speed records is the Macquarie Innovation. This sailboat was designed to reach high speeds and broke the world sailing speed record in 2009 by reaching a speed of 50.7 knots (about 58 mph). The boat was built with high-tech materials and was designed to reduce drag and increase speed.

Factors Affecting Top Speed

Top speed is the fastest that a sailboat can travel and is influenced by several factors. These factors include wind speed, boat size and weight, sail area, and water conditions. In most cases, the larger the sail area, the faster the boat can go, and wind direction plays an essential role in achieving top speeds.

The weight of the boat can also affect its top speed. A lighter boat can move faster through the water and is easier to maneuver. Sailboats with hydrofoils, like the Sailrocket 2, can lift out of the water, reducing drag and allowing for faster speeds.

Pushing Your Sailboat to Its Limits

Pushing your sailboat to its limits requires experience, knowledge, and skill. It involves maximizing boat speed in various wind and water conditions while staying safe and in control. Before attempting to push your boat to its highest speeds, ensure that your boat is in top shape, and you have all the necessary safety equipment.

It’s also important to understand the wind and water conditions you’ll be sailing in. Wind direction and strength can greatly affect your boat’s speed, and understanding how to use the wind to your advantage is essential for achieving top speeds. Additionally, water conditions can affect your boat’s speed, with choppy water slowing you down and calm water allowing for faster speeds.

Finally, it’s important to practice and build up your skills before attempting to push your sailboat to its limits. Start by sailing in calmer waters and gradually work your way up to more challenging conditions. With practice and experience, you’ll be able to maximize your boat’s speed and push it to its highest limits.

Sailboat speed is influenced by several factors, including wind speed, sail area, boat size and weight, and water friction. The average speed range for different sailboat types varies and depends on boat design. You can increase your sailboat speed by optimizing sail trim, balancing the boat, reducing drag, and proper maintenance. Top speeds are influenced by wind conditions, sail area, boat size and weight, and water conditions. Pushing your sailboat to its limit requires experience, knowledge, and skill, and always remember to prioritize safety.

Sailboat FAQS

How fast can a 40 ft sailboat go.

A 40-foot sailboat can typically go around 8-12 knots (9-14 mph), depending on wind conditions and the specific design and condition of the sailboat. Speed can be influenced by factors such as hull design, sail area, and weight.

How fast can a 100 foot sailboat go?

A 100-foot sailboat can reach speeds of around 12-16 knots (14-18 mph), depending on factors like the sail area, hull design, and the wind conditions. However, larger sailboats often prioritize comfort and stability over speed, so they might not be as fast as some smaller, performance-oriented sailboats.

How far can a sailboat travel in a day?

This largely depends on the speed of the sailboat and the conditions in which it is sailing. However, if a sailboat maintains an average speed of 6 knots (around 7 mph), it can travel approximately 144 nautical miles in a day of 24 hours. Please note this is a rough estimation and actual mileage can vary significantly based on numerous factors.

What is a comfortable sailing speed?

A comfortable sailing speed is subjective and can vary depending on the type of sailboat and the conditions. However, for many cruising sailboats, a speed of 5-8 knots (6-9 mph) can be comfortable. This speed allows for a good balance of progress and safety, while keeping the ride relatively smooth and the boat easy to control.

Can one person sail a 35-foot sailboat?

Yes, a 35-foot sailboat can be handled by a single person, given that they have sufficient sailing experience and the boat is rigged for single-handed sailing. However, it’s crucial to note that single-handed sailing involves a higher level of risk and requires extensive experience and skills. It’s also important to have an autopilot system or self-steering gear on board to aid in maneuvering and navigation.

Can one person sail a 50-foot sailboat?

Sailing a 50-foot sailboat single-handed is possible, but it is considerably more challenging and requires a high level of experience and expertise. The size and weight of the boat can make maneuvers like docking and anchoring quite difficult for a single person. Additionally, the boat should be well-equipped with an autopilot system and other equipment designed for single-handed sailing. It’s always recommended to have additional crew members on larger boats for safety and assistance.

John is an experienced journalist and veteran boater. He heads up the content team at BoatingBeast and aims to share his many years experience of the marine world with our readers.

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America’s Cup boats: 8 facts about the AC75 and why they’re unique

• Toby Heppell
• August 20, 2024

The America's Cup boats to be used on the 2024 edition of the event are immensely complicated high tech bits of kit. They might be officially sailing craft but they behave in some remarkable ways

The AC75 is the class of boat that takes part in the America’s Cup and are arguably the most radical boats the compeition has ever seen.  This type of America’s Cup boat was first used in the 2021 America’s Cup so this is the second event in which these boats have been used.  

The America’s Cup is, fundamentally, a design competition, and successive America’s Cups have featured the most extreme yachts yet – for their time – ever since the first race in 1851.

However, the foiling boats we have seen in the last four editions of America’s Cup racing (the AC72 and AC50 catamarans, and now the AC75 monohulls) do represent a new direction for the highest level of sailing.

There are plenty who argue that this technology is so far beyond the bounds of what most people consider sailing as to be an entirely different sport. Equally, there are those who believe this is simply a continuation of the development that the America’s Cup has always pushed to the fore, from Bermudan rigs, to composite materials, winged keels, and everything in between.

Good arguments can be made either way and foiling in the world’s oldest sporting trophy will always be a subjective and controversial topic. But one thing is certain: the current America’s Cup boats, the AC75s, are unlike anything seen before and are showcasing to the world just what is possible under sail power alone.

Photo: Ian Roman / America’s Cup

1 Unimaginable speed

Topping the 50-knot barrier used to be the preserve of extreme speed record craft and kiteboarders. A World Speed Sailing Record was set in 2009 of 51.36 knots by Alain Thebault in his early foiling trimaran, Hydroptere , and was bested in 2010 by kite boarder, Alexandre Caizergues who managed 54.10 knots.

Only one craft has ever topped 60-knots, the asymmetric Vestas Sail Rocket 2 , which was designed for straight line speed only and could no more get around an America’s Cup course than cross an ocean. Such records are set by sailing an average speed over the course of 500m, usually over a perfectly straight, flat course in optimum conditions.

America’s Cup class yachts, designed to sail windward/leeward courses around marks, are now hitting speeds that just over a decade ago were the preserve of specialist record attempts, while mid-race. American Magic has been recorded doing 53.31 knots on their first version of the AC75 class, Patriot.

Perhaps even more impressive, in the right conditions when racing we have seen some boats managing 40 knots of boatspeed upwind in around 17 knots of wind. That is simply unheard of in performance terms and almost unimaginable just three or so years ago.

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How to watch America’s Cup challenger series, the Louis Vuitton Cup live streams from anywhere

The America’s Cup Challenger Selection series, the Louis Vuitton Cup will start on Thursday 29 August 2024 and will run…

WATCH: Will the USA’s Radical America’s Cup Design Choices Pay Off?

American Magic’s new AC75, Patriot, has garnered significant attention due to its unique approach. While all the teams are bound…

2 A storm onboard the AC75

Related to the speeds the boats are sailing through the water, particularly upwind, is the wind speeds the sailors will feel on deck.

When sailing, the forward motion affects the wind we experience onboard, known as apparent wind. The oft’ trotted out explanation of how apparent wind works is to imagine driving your car at 50mph. Roll down the window and stick your hand out of it and there will be 50mph of wind hitting your hand from the direction your car is travelling.

So when an AC75 is sailing upwind in 18 knots of breeze at a boatspeed of 40 knots, the crew on deck will be experiencing 40 knots of wind over the decks plus a percentage of the true wind speed – depending on their angle to the wind.

The AC75 crews might be sailing in only 18 knots of breeze – what would feel like a decent summer breeze on any other boat – but they experience winds of around 50 knots.

To put that into context, that is a storm force 10 on the Beaufort scale!

3 Righting moment changes

The single most radical development of the AC75 is to take a 75ft ‘keelboat’, but put no keel on it whatsoever.

When the then America’s Cup Defender and the Challenger of Record, Emirates Team New Zealand and Luna Rossa Prada Pirelli respectively, announced that the 36th America’s Cup (to be held in 2021) would be sailed in 75ft monohulls, conventional wisdom had it that the boats would look something like a TP52 or a Maxi72 – both impressively high performance keelboats.

By doing away with the keel entirely, the design is now like nothing we have ever seen, particularly when it comes to how dynamic the power transition is between foiling and not foiling.

The boats are designed to foil on the leeward foil, with the windward one raised to help increase righting moment: to help balance the boat. This means that when the AC75 is not foiling they are extremely tippy – much more so than most other boats of the same size.

Essentially, when the wind catches the sails, the boat wants to fall over as there is too much sail area for the amount of weight underneath the boat – something a lead keel usually counters on a yacht or keelboat.

Once the boat is up and on the foils, however, that all changes, as everything to windward of the single foil in the water balances the sails. That means, the hull, the crew weight, the sail and rig weight, and the windward foil, all work to counter the sails.

What all this means is that the boats go from being extremely tippy, to hugely powerful in just the few seconds it takes to get up on the foil. “The [AC75s] are really very tippy pre-foiling and then they go through the transition where they will need to build significant power. Then immediately [once they lift off] you have more stability than, well, take your pick, but certainly more righting moment than something like a Volvo 70 with a big canting keel.

“That change all happens in a very short space of time,” explained Burns Fallow of North Sails, who was one of the team who developed the soft wing concept back when the concept was revealed.

Photo: Ricardo Pinto / America’s Cup

4 ‘Cyclors’ return to power America’s Cup boats

Bak in 2017 Emirates Team New Zealand stormed to America’s Cup victory in an AC50 foiling catamaran which was, by some margin, quicker than any of the other teams.

The most glaring difference was their use of pedal grinders to produce power rather than traditional pedestal arm grinders. ETNZ’s sci-fi style term for their grinders was ‘cyclors’, cyclist sailors.

The idea had actually been tried before in the America’s Cup; Pelle Petterson used pedal grinders on the 12-metre Sverige in 1977. But ETNZ’s set-up now was very different: here it was part of a linked chain of innovations, the most obvious emblem of a radical approach.

One obvious benefit was the greater power output from using legs to pedal, but beyond this it left cyclists’ hands free and allowed the team to use a highly sophisticated system of fingertip control systems, and thus to use faster, less stable foils, and then to divide up crew roles so ETNZ could be sailed in a different way.

When the AC75 was first introduced in 2021, Cyclors were specifically banned by the class rule. However, with a reduction of crew numbers from 11 to 8 in the second AC75 class rule – in use for the 2024 America’s Cup – cyclors are now allowed once again and all teams look set to be using pedal power onboard.

5 America’s Cup boats may not be heading where they point

With the AC75 sailing on its foil, drag is dramatically reduced, vast amounts of power can be generated and so speeds rapidly increase. But the foils can serve another purpose too.

In order to be able to lift each foil out of the water, the foil arms must be able to be raised and lowered. Hence the foil wings, which sit at the bottom of the foil arms (and are usually a T or Y shape), do not always sit perpendicular to the water surface and the AC75s often sail with them canted over to something nearer 45º to the surface.

The further out the leeward foil arm is canted – essentially more raised – the closer the AC75 flies to surface and, crucially, the more righting moment is generated as the hull and rest of the boat gets further from the lifting surface of the foil.

There is another positive to this: as the lifting foil is angled, it produces lift to windward, which can force the boat more towards the wind than the angle it is sailing.

Due to this negative leeway (as it is known when a foil creates lift to windward) the boat can be pointing at a compass heading of say 180º but in fact will be sailing at eg 177º as the foil pushes the boat sideways and to weather, essentially sailing to windward somewhat diagonally.

6 The foils are heavy. Very heavy.

As the foils work to provide stability to the boat (when it is stationary both foils are dropped all the way down to stop it tipping over) and to provide massive amounts of righting moment, they are incredibly heavy.

A pair of foil wings and flaps (excluding the one-design foil arm which attaches them to the boat and lifts them up and down) weigh 1842kg. To put that into perspective, the entire boat itself with all equipment (but without the crew) weighs between 6200kg and 6160kg. So the foil wings at the base of the foil arms are nearly ⅓ of the total weight of the boat.

It is partly due to this that you will see some teams with bulbs on their foils. If you decide to go for a skinny foil wing (which would be low drag and so faster) then there will not be enough volume to cram sufficient material in to make the foil weigh enough. So some teams have decided to add a bulb in order to make it weigh enough but to also keep a less draggy, slimmer foil shape.

7 Sails can invert at the head

As with everything on the AC75, the mainsail was a relatively new concept when the boat was first announced. It consists of two mainsails which are attached to both corners of a D-shaped mast tube. This has the effect of creating a profile similar to a wing.

It is well established that solid wing sails are more efficient at generating power than a soft sail and for this reason solid wings were used in both the America’s Cup in 2013 and 2017. But there are drawbacks with a wing: they cannot be lowered if something goes wrong and require a significant amount of manpower and a crane to put it on or take it off a boat.

One reason a wing makes for such a powerful sail is that the shape can be manipulated from top to bottom fairly easily with the right controls. With the AC75 the designers wanted a sail that could have some of this manipulation, produce similar power but could also be dropped while out on the water. The twin skin, ‘soft wing’ is what they came up with for this class of America’s Cup boat.

In addition to the usual sail controls, within the rules, the teams are allowed to develop systems for controlling the top few metres of the mainsail and the bottom few metres.

What this means is that the teams are able to manipulate their mainsail in a number of different ways to develop power and control where that power is produced in the sail. But it also means that they have the ability to invert the head of the sail.

Doing this effectively means ‘tacking’ the top of the sail while the rest of the sail is in its usual shape. The advantage here is that instead of trying to tip the boat to leeward, the very top of the sail will be trying to push the boat upright and so creating even more righting moment. The disadvantage is that it would come at the cost of increased aerodynamic drag.

We know that a number of America’s Cup teams are able to do this, though whether it is effective is another question and it is very hard to spot this technique being used while the boats are racing at lightning speeds.

8 America’s Cup meets F1

A new America’s Cup boat is a vastly complex bit of kit. Each team has incredibly powerful Computational Fluid Dynamics (CFD) software packages and simulators in order to try to understand the various gains and losses.

To make these simulators and computer projections as accurate as possible each team has been getting as much data as they can over their three year development cycle.

In the case of this America’s Cup it does seem the development process is genuinely getting closer to Formula 1 (albeit with smaller budgets than a modern F1 team has behind them).

INEOS Britannia have been work alongside the all powerful Mercedes F1 team (both of who are backed by INEOS) and have been open about how much this has helped their development process and after a relatively small amount of collaboration in 2021 the British team and Mercedes have created a much tighter relationship for the 2024 America’s Cup .

But the British team is not alone. When two-time America’s Cup winner, Alinghi announced they would be coming back to the event after some years on the sidelines, they also announced their own tie-in with current F1 World Champions, Red Bull Racing, to for Alinghi Red Bull Racing .

“It’s really similar to F1,” explains Mercedes Applied Science Principal Engineer Thomas Batch who has 11 F1 titles to his name and is was with INEOS in Auckland 2021. “Certainly in this campaign the technology is close to what we have in F1.

“In terms of raw sensors on the boat you are probably talking in the 100s but then we take that and we make that into mass channels and additional analysis with computational versions of those channels that we then analyse and get into in more detail. So you are looking at 1000s of plots that we can delve into [per race or training session].

“That level of data analysis and then feedback with the sailors is very similar to working with an [F1] driver.”

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6 of the fastest boats you can buy right now

• Top stories

Serial boat owner and adrenaline junkie Elliott Maurice picks out 6 of the fastest boats available on the market…

A rarefied segment of the boating industry is dedicated to creating some of the fastest boats in the world. They’re the Bugatti Chirons and Koenigseggs of the seas. Builders of these boats work to extreme tolerances, using exotic materials and construction methods usually found in the aviation industry.

Of course, at this level, low volume production and the aforementioned construction methods combine to create an exclusive product with an even more exclusive price tag. These super high-performance boats will be hugely impractical for most purposes, when compared to a typical leisure vessel, and the skipper will need significant ability to get the most out of it.

In reality any boat capable of speeds more than 60 knots (69mph) is very fast indeed. Given the hugely changeable nature of water compared to tarmac, this is akin to driving a car at around 120mph.

Most of the fastest boats use race-derived hulls with roots dating back to the 1980s when the ‘Go-Fast boat’ became synonymous with the glamor and excesses of the time. TV shows like Miami Vice , with Don Johnson catching drug dealers in his iconic Wellcraft 39 Scarab , helped make these boats extremely popular.

In reality, high performance offshore boats of this type were extensively used by cartels to run drugs into Miami, with the DEA commissioning a fleet of Blue Thunder powercats to help combat the problem.

Fast forward to today, some of the fastest boats are capable of exceeding 180mph with specialist engines and are in fact faster than the boats in Class 1 Offshore racing, where horsepower is limited to twin 1,100hp.

This list is by no means exhaustive – there are also a number of phenomenal offerings out there from legendary builders like Nortech, Sunsation, Donzi and Fountain.

6 of the fastest boats you can buy

Goldfish 46 Bullet

World’s fastest RIB

Top speed: 85 knots (99 mph) Price: $1.2million

Starting with one of the most revered names in the world of performance RIBs, Norwegian yard Goldfish Boats build exceptionally capable open water powerboats. They are also the fastest Ridged Inflatable Boats on the market today.

The 46 Bullet is the fastest of them all – with triple 500hp V10 Mercury outboards 85 knots is achievable. Around $1.2 million will put you in the driving seat of this exquisitely built boat with a carbon superstructure, state of the art electronics and custom racing seating for six.

Perfectly capable of cruising for hours in excess of 60 knots in challenging conditions, the Goldfish is capable of holding its own in rough water against almost any offshore powerboat challenger.

Article continues below…

Fastest boat: The current holder and contenders for the world water-speed record

Mystic M5200 yacht tour: On board the 70-knot, 2,400hp Bentley GT of the seas

Outerlimits SV50

World’s fastest production monohull

Top speed: 156 knots (180 mph) Price: $900,000

At 50ft 1in LOA and only 9ft in the beam, this rocket ship is a pure raceboat in design, with five steps in the hull and staggered engines to keep the driver as close to the centerline as possible.

At the 2023 Lake of the Ozarks shootout an SV50 with enclosed cockpit and twin 2,000hp engines ran 180.47 mph on a 1km run making it the fastest production monohull on the water.

More impressive is that a standard boat with twin Mercury Racing 1,350/1,550hp can easily top 140mph. However, this is a boat requiring an exceptional skill to drive, with handling characteristics as aggressive as its outright speed suggests. Starting at around $900,000 the SV50 is the ultimate in its class.

MTI Pleasure 52

Top speed: 156 knots (180mph) Price: $2 million

Another brand known for its offshore race winning boats, MTI produces nothing but high-performance boats. From its V series center consoles to its outboard -powered cats, this semi-custom builder doesn’t make a boat that does less than 80mph.

The 52 Pleasure is the fastest of the breed, with a full race version available using the same hull. With twin 1,750hp Mercury racing engines, this boat can achieve over 180mph.

With full custom options, MTI have even built a Lamborghini-inspired 48 footer to match the owner’s Lamborghini Aventador. Fitted with Aventador style tail lights and dashboard, the boat even had a matching covered starter button.

Needless to say, all this glamour doesn’t come cheap. You can expect a starting price of around $2 million for this level of exotica.

Cigarette 515

The most legendary go-fast boat

Top speed: 113 knots (130mph) Price: $2.2 million

No go-fast boat comes with as much pedigree as the Cigarette. Founded by the legendary Don Aronow, Cigarette Boats dominated offshore racing worldwide for over a decade, so much so that the brand name has become synonymous with offshore racers.

Still built in Florida, the brand has development ties with Mercedes AMG and Mercury Racing alike. As the largest high-performance boat in the range, the 515 offers peerless attention to detail and quality alike.

It is not the fastest production monohull, with a top speed of just over 130mph achievable with twin staggered 1,350/1,550hp Mercury Racing engines. It is, however, the best riding and one of the most capable offshore powerboats for handling rough water.

Its carbon fiber, vacuum bagged construction helps to justify its $2.2 million starting price and above all, it is the ultimate Cigarette boat.

Photo: Tom Leigh

Mystic C4000

Top speed: 108 knots (125mph) Price: $699,000

Mystics founder John Cosker is responsible for some of the fastest offshore raceboats in the world. Throttling his American Ethanol 50ft Catamaran, he hit 204mph this year setting the record on the Lake of the Ozarks sprint course.

Mystic will custom build a race winning boat for you on request, however Mystic now has a range of three high performance center consoles, with the C4000 outboard cat being the fastest production boat in the range, equipped with twin 500hp Mercury Racing outboards.

The C4000 will top 125mph and cruise in the upper 80s. With a bias on cruising comfort, the C4000 is a tuned down version of the Mystic race boat, with the tunnel compression reduced to hold the boat down rather than create the less controllable lift of the 180mph capable race hull.

The engines are also mounted on hydraulic jack plates to further trim the hull and keep the boat glued down in rough water. At just under 44ft the luxuriously appointed Mystic C4000 can offer performance akin to a light aircraft over distance – think Miami to Bimini in under an hour in the right conditions.

The Mystic is designed to run at speed confidently by most owners without the extreme characteristics of boats at this performance level. Options like a full cockpit sunshade, premium stereo and open transom make the C4000 as comfortable for lounging at a sandbar as it is running at blistering speed in open ocean.

Midnight Express 43 Open

The fastest center console boat

Top speed: 78 knots (90mph) Price: $1million

The center console market has exploded over the past few years, with a ceneter console now available for almost any boating application. The high-performance end of the spectrum has a handful of sublime builders.

However, the fastest arguably goes to Midnight Express 43, when running 5x 500hp V10 outboards. Capable of over 90mph, the 43 can also accommodate up to 20 people in comfort and 9 people at speed in luxurious quilted ultra leather bolster seats.

So good is the hull on the Midnight Express that Miami-Dade County DEA used the 39ft version as its high speed response boats. With its all-carbon superstructure and air-conditioned helm, the 43 is an extremely desirable boat, and over 100 units of this $1 million dollar boat have been sold to date.

New Boats at the Southampton Boat Show: Sargo 45

New boats at southampton boat show: cormate chase 35, new boats at cannes boat show 2024: princess s65, latest videos, watch: parker sorrento sea trial: 50-knot cruiser with a killer aft cabin, watch: virtue v10 sea trial: €272k weekender, how to mark your anchor chain: 6 top tips from our expert, watch: galeon 560 fly sea trial – the best galeon flybridge you can buy.

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Average Speed of a Sailboat (How Fast Can a Sailboat Go?)

Written by Anthony Roberts / Fact checked by Jonathan Larson

You might have seen how sailing yachts seem to outpace motorized boats in a regatta, prompting you to ask about the average speed of a sailboat. Although the record holder (the Vestas Sailrocket 2) can blitz to 65.5 knots, the run-off-the-mill sailing vessel can only reach four to six knots.

Several factors influence sailboat speeds, and we will examine each in this article. Please keep reading, so you will not miss the invaluable information you will get from this post.

Table of Contents

1. Hull shape

2. sailboat length, 1. alternative measurement, 2. converting knots to kph or mph, 1. hull type, tips to improve speed, frequently asked questions, how fast can a sailing vessel go.

Regatta-competing racing sailboats can reach a top speed of about 20 knots, while custom-built high speed racing yachts can log 50 knots. As mentioned, the Vestas Sailrocket 2 blitzes the waters at a dizzying 65.5 knots (75.38 miles per hour or 121.31 kilometers per hour).

On the other hand, the average sailboat in lakes and other bodies of water can only top the speed charts at seven knots (8.06 MPH or 12.97 KPH), averaging about four to six knots (4.6 to 6.9 MPH or 7.4 to 11.1 KPH).

An 1800s or 1970s sailing ship (i.e., galleon or clipper) has about the same speed as the average modern sailboat. However, it is worth noting that the Sovereign of the Seas logged the highest velocity for a sail-powered ship at 22 knots (25.32 MPH or 40.75 KPH) in 1854.

Meanwhile, the fastest sailing dinghy is the International Moth, blasting the waters at 35.9 knots (41.3 MPH or 66.5 KPH).

So, why the variance?

Two intrinsic (within the boat itself) factors impact the speed of sailboat units. These include hull shape and vessel length.

Racing sailboats are faster than cruising yachts because of their unique hull shape differences.

A sailboat built for speed has a super-slim hull and straight buttock lines. The aft section forms a straight line between the slightly wide transom and the hull’s lowest point.

Meanwhile, sluggish sailboats have a “fat tub” hull shape, a narrow stern, and a curvy hull.

There is a scientific explanation about the impact of sailboat size (or length) on its speed. Sailing vessels create a wave pattern as they move along the water, one at the front and another at the back.

A water wave sufficient to help the boat move occurs if the sailboat’s length is similar to the length of the wave. This phenomenon “lifts” the vessel’s bow, increasing its speed while reducing water resistance.

Hence, a longer sailboat will have a greater cruising speed than short vessels because they can create longer waves.

We prepared the following table to illustrate how vessel length impacts sailboat speed. Hence, a 40 ft. sailboat will always be speedier than shorter sailing vessels (<40 feet).

How to Calculate the Speed

You can use an online sailboat speed calculator, input the required variables, and the system will automatically run the equation. Alternatively, you can determine your sailboat’s average speed by following this simple formula.

Average yacht speed knots = (√(LWL))x 1.34

In which “LWL” is your sailboat’s length at the waterline

Suppose you have a 36-foot sailboat that measures 26 feet at the waterline. The square root of 26 is 5.099. Multiplying this number by 1.34 will result in 6.832 or 6.8 knots.

How about a 59-foot sailing vessel with a waterline length of 47 feet? The square root of 47 is 6.86. We will get 9.19 knots after multiplying 6.86 by 1.34.

Please note that this sailboat speed is the average, provided you have clear skies, calm seas, and an ideal sailboat setup.

For example, suppose we achieved 6.8 knots with 15-knot winds and a sail setup of 50- to 120-degree true wind angle. We can expect our sailboat example to be slower if we do not achieve these conditions.

You can also determine your sailboat’s speed by sailing from one point to another. However, you might have to ascertain the distance between these two locations beforehand, and it should be in nautical miles (NM).

Why nautical miles? We are measuring sailboat speeds in knots. One knot is equivalent to one NM per hour. It is worth noting that one NM is 1.15 land-based miles, to put it in perspective.

Take the known distance between the two locations (in nautical miles) and divide the number by the time it took you to complete the journey.

For example, suppose you sailed from Buffalo, New York to Detroit, Michigan, with a distance of 186.99 nautical miles, and it took you 23 hours to complete the journey. In that case, 186.99 divided by 23 hours is 8.13 knots.

You can also take your average sailing distance per day to gain a more comprehensive understanding of your sailboat’s speed. For example, a sailboat with a 6-knot average speed can cover 144 nautical miles in 24 hours (6 x 24 = 144).

Something might be amiss if your boat sailed for 24 hours and covered less than 144 nautical miles. You might have more favorable sailing conditions if you traveled the distance in less than 24 hours.

Sailors use “knots” as the unit of measure for vessel speed. Unfortunately, ordinary mortals are unfamiliar with this metric. They are more in tune with “miles per hour” (MPH) or “kilometers per hour” (km/h or KPH).

We mentioned that a nautical mile is slightly longer than a land-measured mile (1.15 statute miles). We also know that 1 NM per hour is 1 knot. Hence, we can multiply the “knot” value by 1.15 to determine your sailboat’s speed in MPH (miles per hour).

A mile is also longer than a kilometer (1 mile = 1.60934 kilometers). Thus, we can assume our KPH values will be higher than knots and MPH. We can multiply “knots” by 1.852 to get the value in KPH.

For example, a top speed sailboat blitzing at 50 knots has a maximum velocity of 57.5 MPH (50 knots x 1.15) or 92.6 KPH (50 knots x 1.852).

On the other hand, a 6.5-knot sailboat can only muster 7.475 MPH or 12.038 KPH.

Factors Affecting Sailboat Speed

Although we already discussed hull shape and vessel length’s influence on sailboat speed, three other factors can impact watercraft velocity.

Sailboats with at least two hulls (catamarans) are 25 to 30 percent faster than monohulls, given equal lengths.

Hence, if a single-hulled sailboat can go six knots, we can expect a catamaran to have an average speed of 7.5 to 7.8 knots (8.625 to 8.97 MPH or 13.89 to 14.45 KPH). This sailboat hull can match a racing monohull sailboat’s velocity with better comfort.

Add another hull to the catamaran (a trimaran), and you can outpace a racing monohull by doubling its velocity.

Although some sailboats have engines, most rely on wind power for propulsion. Hence, stronger winds can make a sailboat go faster by pushing against the sail. Unfortunately, wind direction can also influence vessel speed. You can go fast if the wind blows in your heading.

You might be inclined to believe that calm waters can make your sailboat go faster. Unfortunately, serene waters often mean gentle winds. And if there is not much wind to push the sail, you cannot expect your vessel to go faster.

Current, wind, and wave or sea condition is the most important factor in determining a safe vessel speed. If the water is rough, it is safer to reduce speed because bad weather can impair visibility and make it challenging to maneuver the vessel.

Here are some tips to improve sailboat speed.

• Ensure the sailboat’s proper operating condition, especially the mast, sail, and extrusions. Check the hull and foils.
• Be mindful of the sailboat’s maximum weight capacity, ensuring you do not exceed the rating. Moreover, the correct weight distribution can help you pilot the sailboat faster.
• You might want to brush up on your sailing competencies, including sail control, steering, sail angling, genoa and jib control, kite curling, efficient pumping, and wind positioning.
• Check your sailboat’s settings, including the shroud tension, mast rake, jib car position, mast step position, keel position, and vang tension.

Sailboat speed vs wind speed: which’s faster?

A vessel sailing faster than the wind is possible with a superiorly designed and streamlined hull and the correct sail angle. Otherwise, the sailboat will only be as fast as the wind speed on the sail.

It is also worth mentioning that sailboats with multiple hulls or a planing hull can be faster than wind speeds.

How fast can a sailboat go under power?

A sailboat under power can move on the water at an average velocity of four to five knots (nautical miles per hour) or 5 MPH (8 KPH). This is not very fast but not slow either.

Are catamarans or monohulls faster?

Multihulls (i.e., catamarans and trimarans) are faster than monohulls, averaging about nine to ten knots (10.35 to 11.5 MPH or 16.69 to 18.52 KPH). On the other hand, monohulls only average six to eight knots (6.9 to 9.2 MPH or 11.11 to 14.82 KPH).

The average speed of a sailboat varies across sailing vessel types, sailboat lengths, hull shapes, and hull types. Wind and waves can also influence sailboat velocity.

Given ideal weather conditions, the average sailing vessel can cruise at four to six knots. Custom-built, high-performance racing yachts can blitz the waters at up to 65 knots. Twin-hulled sailboats are 25 to 30 percent faster than their single-hull counterparts, while triple-hulls are super-quick.

Of course, everything depends on wave and wind conditions.\

Read more : The fastest speed of a boat.

Ten years of enjoying countless trips on boats never made me love them any less! So I am here to put all those experiences into good use for other boaters who want to have a safe and fun trip with their friends and families.

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America’s Cup Match Racing at High Speed

• By Gary Jobson
• September 5, 2024

While it’s impossible to ­predict the outcome and the next Defender, what I do expect is close racing within a boundary racecourse through choppy waters. The sailors will be confronted with shifty and puffy winds off Barcelona’s waterfront, which will add to the complexity of each day’s race. Every race will be hard-earned, especially when ­considering that the new generation of AC75s will be closer in speed than we witnessed in the Cup match of Auckland in 2021. The race-winning premium will be on tactical precision.

All six teams have spent three years preparing for a relatively short set of trials to select the challenger to face the defending team from New Zealand. The foiling 75-foot ­monohulls are very different than most ­raceboats, and yet, the tactics will be familiar to sailors.

Terry Hutchinson, president of Sailing Operations and skipper of American Magic, explains the challenge that Cup sailors will face: “In 15 knots of breeze, we have almost 60 knots of apparent wind coming across the deck. There’s a lot of coordination that takes place between the helmsmen, the cyclors who are creating the power in the boat, and the flight controller and trimmer.”

Getting off the starting line with a slim advantage is perhaps more important than ever: “In the last Cup,” Hutchinson says, “71 percent of the races were won from the first cross, and 92 percent of the races were won if you led at the first mark.”

American Magic’s coach, Tom Burnham, says that his sailors practice a lot in the simulator in addition to their time on the water. “We look at the patterns of other teams. There’s a confined starting box, so there is not much space, so in light air, they are just trying to stay up on the foil. They don’t have a lot of room to go high and slow to kill time, which adds another dimension. The first cross is super important, and as we saw in 2021, New Zealand learned not to engage too much in the prestarts.”

The starting sequence is only 2 minutes. The port-tack boat enters the starting box 10 seconds ahead of the starboard-­tack boat. They don’t want dial-ups because of the risk factor of high closing speeds and the risk of being forced off the foil. Dave Perry, one of America’s most knowledgeable Racing Rules experts and a student of tactical theory, explains: “The lead boat gets to decide when to maneuver back toward the line. The trailing boat can turn in front or sail past and push from behind after making their turn.

“Being on the right is powerful, just like a normal keelboat,” he adds. “So, if you are the leeward boat, you want to be close to the windward boat so that they can’t build speed. We won’t see many split starts because there just really isn’t any time. Once the boat crosses the starting line, it is a sprint to the portside boundary. The rules give the leeward boat the right to tack and sail out its proper course. The other boat must anticipate that, so they tack under them.”

Hutchinson explains the next tactical conundrum: “If you don’t win the first cross, you must make sure you have the mindset of keeping the race close. You don’t want to make a second mistake, which could be making an extra maneuver or splitting at the bottom [gate].”

Burnham adds: “The boats are becoming more maneuverable, so we’re going to see more classic match racing, and we might even see some circling. The boatspeed differential is big, and we may see more chances of [an overlap] or rolling over the top and switching from pushing the leading boat to taking the lead.”

Hutchinson says that it’s more efficient to try to sail from one boundary to the other to avoid extra maneuvers. From his calculations, an AC75 loses about two boatlengths when going through a tack (about 5 seconds). Each extra tack is costly, and if a boat sails outside the course boundary, the umpires will issue a penalty. If the boat doesn’t promptly sail back within the boundary line, a more ­substantial penalty will be added.

In light winds and choppy water, getting back on the foil is extremely costly. A helmsman must steer a course that allows the boat to accelerate enough to take off, even if it means continuing to sail outside the boundary. In this case, it is likely that the boat will lose the race.

“Because of the way the boundaries are and how you work your way up the ladder rung, the bottom part of the beat is not the most critical part,” Hutchinson continues. “Getting control of the race in the last 35 percent of the beat is the most critical. A lot of times, the left-hand boat is­ dipping the starboard boat, gaining the starboard advantage all the way to the starboard tack layline and inside the boundary. You want the right-hand advantage at the top mark.”

In traditional match racing, a leading boat can use its wind shadow to slow a trailing boat, and downwind, the trailing boat can use its wind shadow to slow a leading boat. Burnham says that the wind shadow of the AC75 is much narrower, but it does extend far, especially in light air. “If you round the top mark and turn down too early, you’ll sail through your own wind shadow. If another boat tacks on your wind, you can bear off a few degrees, accelerate and go 3 knots faster, and sail through to get clear air. You can live to leeward easily.”

When sailing downwind at high speed, however, the apparent-wind angle is so far forward that there is no chance of ­blanketing the wind of the leading boat. The best hope when trailing is picking a favorable windshift or sailing faster.

The leading boat has the advantage of rounding the most favorable gate and side of the racecourse. The trailing boat is then usually forced to follow or round the opposite gate and be out of phase. It’s difficult to stay in phase in these fast-turning boats. The races include three laps around the course, so the sailors will have time to observe the trends in wind strength and direction. Keeping a race close, therefore, puts pressure on the leading boat.  

The pressure and high-speed encounters that the America’s Cup sailors face, however, are something they are now used to. “It’s second-nature,” Hutchinson says. “The helmsman is thinking about speed. The flight control is thinking about ride height. The trimmer is making sure the setup of the mainsail and mast rotation are in the proper position. The cyclors are making sure there is a high percentage of power available.”

On-water umpires were added to America’s Cup racing in 1992, and the practice has evolved over the years—to the point that the umpires now make their calls from ashore by watching the action on computers. Penalties are applied by requiring the offending boat to slow down for a specific period. The ­GPS-recorded actions of the racing boats has gotten impressively precise. For the sailors, there is no opportunity to argue with an umpire or wave a flag—a warning light will flash on the boat until the penalty is cleared. 

From a distance, the ­racing will appear mechanical and precise, and it will be hard to detect the emotions and facial expressions of the sailors tucked low in the hull and wearing goggles and helmets. Even though we cannot see the stress they’re under during a close match race, Coach Burnham assures us that there will be plenty of emotions and stress to come. How can there not be with the stakes so high? Hutchinson, now competing in his sixth America’s Cup campaign, sums up the experience succinctly: “When you see a boat win a race, that is going to be a very well-deserved win.”

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OPTIMIST DINGHY SPEED GUIDE

North Sails class leaders Zeke Horowitz and Juan Carlos Romero answer your International Optimist Dinghy speed and boathandling questions.

Who sails an Optimist Dinghy?

The pram-style Optimist is a great starter boat for learning to sail and later learning to race, and youth sailors can literally take their Optimist Dinghy to whatever level they want. Any motivated young Optimist sailor will develop both confidence and dinghy sailing skills, from boathandling techniques to big-fleet strategy and tactics; some will go on to race at the highest levels. The sailors who do best in the class are those who spend the most time sailing their boats, usually with a good coach, strong sailing program, and ample resources. The International Optimist Dinghy Association is the biggest one-design class in the world.

Top young Optimist sailors line up on the starting line at a clinic held on Miami's Biscayne Bay.

Who is the ideal Optimist sailor physically?

Sailors should be fit and agile, able to move gracefully and hike out for extended periods. Those who do best are usually 12 to 14 years old and weigh up to 110 pounds. Regionally, top sailors can still compete at 115 or even 120 pounds. Girls sail equally with boys, and it’s common to see three or four girls in the top 10 at any regatta.

What are three top Optimist speed tips?

• Find a good coach and team.
• Focus hard while you’re on the water.
• Do well in school so you can miss days while off sailing.

What should buyers know when choosing an Optimist Dinghy?

Any sailor’s first boat is typically a used boat, to allow for collisions due to inexperience with dock landings and being in close quarters with other boats. Competitive sailors will normally move up to new boats as they reach higher levels. Older boats can remain competitive, but heavy travel and racing schedules put a fair amount of wear and tear on the boats. As a result, used boats may need gelcoat dings and scratches repaired. A fully outfitted new boat may run $5,500, while a good used boat costs 30 to 40 percent less. Keep in mind that you can purchase different sizes of boom section with different stiffness, although most sailors stick with a mid-range version. As a sailor grows, a stiffer boom may be preferred. If your mast is extremely bendy, it may also help to replace it with a stiffer one as experience and size merit.

How do you move an Optimist Dinghy around?

An Optimist weighs only 35 kilograms (77 pounds), which makes it easy to put on top of a car. There are also many trailering options; some teams own trailers that carry up to 18 boats, plus a coach boat!

How long does it take to rig an Optimist Dinghy?

Rigging time depends on how focused the sailor is on the task, but it’s not hard to have a boat ready in 40 minutes. What’s most time-consuming is attaching the sail to the spars, which in the Optimist requires tying knots in a way that’s carefully prescribed by the rules (see the North Sails Optimist Tuning Guide ). The goal is to match the luff curve with how much the mast will bend in a given condition, which varies depending on a sailor’s weight.

How many sails are allowed?

Top sailors will take two sails to a regatta, but just one sail is allowed for the duration of the event; the other is a backup in case of a breakdown. There is some nuance to selecting Optimist sails, but North presents a good choice of radial or crosscut sails of different size depending on the sailor’s weight. Read more about what North offers , from a crossover sail for beginners, to two crosscut and four radial-cut racing sails.

International Optimist Dinghy Tuning

What are the keys to rig set-up.

Properly eased outhaul tension shows wrinkles at each sail tie giving ample power to the lower part of the sail.

What control systems are unique to the Optimist?

A modest wrinkle from the top of the mast extending toward the end of the boom indicates correct sprit tension.

Optimist Dinghy Upwind Sailing

How do you trim the sail upwind in light air.

Shown sailing in a clinic (without sail numbers), these Optimist Dinghies show off the design’s distinct profile with sprit rig and squared off bow and stern.

When sailing in medium winds, how should the sail be trimmed upwind?

Move the mast rake back to your base setting when you move to the rail, and in choppy conditions, pull the outhaul tight enough so the vertical creases at the boom sail ties extend only up to the first seam. Smooth out the wrinkles in the luff by removing one twist in your boom preventer, so you achieve a round, deep nice shape for the entry. You want moderate luff tension, but you don’t want it tight. Trim the sprit so the sail is very smooth, and trim the mainsheet so the boom is right over the corner or just inside the corner of the transom.

In hiking mode or heavy air upwind, how do you trim the sail?

When hiking, rake the mast a bit forward from your base setting to compensate for how the mast will bend. Have your outhaul tight enough that a crease shows in the foot, until you fill the sail with wind. Take another twist off the boom preventer to get good tension on the luff. Sprit pole tension should still be tight and the sail, smooth. When trimming, ease the boom to the corner of the boat and sometimes just outside the corner.

When the Optimist is sailing upwind, overpowered, how should the sail be trimmed?

Demonstrating good upwind sail trim, this Optimist sailor is flying her leech telltales and has the boom trimmed at or near the transom corner.

What are the key gear changes in an Optimist when sailing upwind?

The Optimist sailor’s focus when sailing upwind is primarily on body movement, mainsheet trim, and steering the boat. None of the sail controls are adjusted. When there are choppy conditions or a big wave, bear off and ease the sail to stay powered up. In a flat spot, trim harder to improve your pointing. Because the Optimist is a hard-chine boat, keeping the boat flat is critical—the boat makes leeway and the rudder works like a brake when you allow heel.

What else is important upwind?

One important technique to learn is “sailing and bailing.” Two buckets are attached to the boat with bungee cords, and the technique is to scoot aft and squeeze the bailer bucket between your front leg and the bulkhead, rocking the boat to windward to fill the bailer by feathering the boat up and hiking at the right time. Move your mainsheet and tiller extension to the same hand and use your free hand to toss the water in the bailer overboard. Don't forget that a full bailer of water weighs 8 pounds, which is quite a bit of weight working against you when it’s sloshing around the floor of your boat.

Optimist Dinghy Downwind Sailing

Where do you sit when sailing the optimist downwind.

Heading downwind, you always sit on the rail, heeling a little to windward to lift the leeward chine out of the water and to tilt the sail a little higher. In light air and until you’re surfing, stay forward, with your shins against the bulkhead. Effectively, you’re staying in the middle of the boat. In surf and big waves, move aft quite a bit to avoid submarining the bow under a wave and then move forward again. The amount of fore-and-aft body movement is greater in an Optimist than in some other singlehanders because the bow is blunt, so in waves you need to work hard to keep it above water.

How do you trim downwind?

This sailor’s downwind trim shows slight windward heel, mainsheet eased to 90 degrees, and daggerboard fully raised.

How much pumping of the main is fast downwind?

Pumping the main is fast any time there’s good wind and waves. Top sailors grab the sheet at the ratchet block and pump it by extending their hand up over their heads. You are allowed one pump per wave, and at major regattas there are on-water judges keeping count.

How do you shift gears when sailing an Optimist downwind?

Think about how far in or out you have the boom, and think about how much you should be moving fore and aft. In max light air, the daggerboard is up, the boom is out past 90 degrees, and you’re focused on keeping the boat as quiet and at as steady an angle of heel as possible. In 20 knots, it’s completely different—the board is only two-thirds of the way up, you are pumping on every wave, and you are moving all over the place.

Optimist Dinghy Boathandling

What are the keys to starting well in an optimist.

It’s important to get into the front row and hold your position on the line in advance of the start. It’s also key not to get flagged for sculling with your rudder. This takes practice, always keeping the boat moving but at the slowest speed possible. You want just enough flow across the leech of your main to hold your spot. The boats tack quickly, so we recommend that you learn to do a quick double-tack; sometimes when there’s space to windward, you can tack twice and gain valuable room on your lee side for acceleration.

What are the keys to tacking an Optimist well?

Steering from behind your back, move what was your forward, mainsheet hand aft to hold the tiller extension as well, then bring your other hand around and take the mainsheet. In all conditions, over-trim the mainsheet when you start your tack until head to wind so you maintain flow on your sail, then ease it through rest of the process and finally trim the sheet afterwards, usually after the boat has been flattened. In medium air, you make the same move, but it happens faster and you’re moving from rail to rail. The main trim is the same. When it’s windy, you hardly roll the boat and simply move quickly across, grabbing the rail with one hand to get there. Ease the main during the tack once you pass head to wind and then trim when fully hiked.

What are the worst mistakes in tacking an Optimist?

Over-rolling the boat and filling it with water is easily the worst mistake. In light air, be sure not to use too much rudder. That’s slow, and so is not getting enough roll. We have one word to describe finding the right amount of roll for each condition—practice!

What are the keys to jibing an Optimist well?

In light air, keep it smooth. Have the boat rocked to weather already, then just lean in and grab the parts of the mainsheet, lean out, and pull the sail over. Stand up and walk across the boat to avoid a big splash, then transition to heel the boat again to windward. In medium winds, your roll jibe is the same but involves a quick hop across the boat (as you would in a tack). In heavy air, the jibe is different. Your main goal is “Don’t flip over.” Try to pull the boom across while surfing a big wave because your sail will be less loaded and you’ll be more in control; however, you’ll often find the boom still has enough load on it to require a strong pull. A common mistake is to get stuck—you’ve turned the boat part way, but the main is too loaded to come across. When you are ready to jibe, jibe with confidence by making a decisive turn at the same time that you pull the main over. As the sail comes over, cross the boat quickly to the rail and steer back to leeward on the new jibe. Make sure the main doesn’t get eased beyond 90 degrees as you jibe, or you’ll surely flip.

Do you have any other suggestions for jibing in heavy air?

The chicken jibe (also known as “tacking”) is popular when it’s blowing. If you’re a less-experienced heavy-air sailor and not sailing in the top 20, this is a great way to be sure you’ll stay in the race.

Can you recover on your own from capsizing an Optimist?

An Optimist sailor can “self-rescue” because the boat has three air bags. Make sure they are fully inflated so less water gets in the boat. If you flip, right the boat from the windward side and spend at least one minute standing in the boat and bailing hard with both bailers, which are attached to the boat with bungee cords. At that point you can start sailing and bail out the rest as you go.

What boathandling drills do you recommend?

The board is down and the main is powered up for the turn at the leeward mark. A bit of leeward heel would reduce the amount of rudder required.

What are the most common Optimist boathandling mistakes?

Let’s start with not capsizing. It takes practice to learn where the edge is in heavy air. Other mistakes we see include using too much rudder instead of doing smooth roll tacks and roll jibes. This applies to sailing in a straight line, too. For example, avoid using too much rudder downwind. If you start heeling to weather too much, the boat wants to head down. Instead of pushing the tiller to compensate, shift your body weight to leeward and trim the main.

What’s the coolest thing about the International Optimist Dinghy class?

The Opti class is by far the largest and most dynamic one-design class, in part because it has the most variables on the planet. Parents, coaches, and thousand of young sailors, growing up through a super-sensitive time of their lives. The basic strategies and tactics the class requires are a great outlet and an excellent way to learn the values of discipline and conservative decision-making. Whether you travel and learn about getting through airports and how to make friends in other countries, or you simply learn to take care of your own boat and sail on your own, Optimist sailing is a chance for you to learn a whole lot about yourself in a supportive, fun, rewarding environment. The Optimist is sailed all over the world and has a half dozen continental championships. After sailors age out, some go on to contend for Laser Radial and 4.7 world titles, and many become leading competitors in doublehanded classes such as the 420 and 29er. A final testament to the class: the great majority of skippers at the 2016 Olympics got their start in the Optimist class.

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What is the Average Speed of a Sailboat?

When I try to figure out the duration of whatever sailing trip I have in the making, I always need to know this one thing first: the average speed of a sailboat - especially with long journeys. If you have the same problem, this article is for you.

So what's the average speed of a sailboat? Most sailboats cruise at a speed of 4-6 knots (4.5-7 mph), with a top speed of 7 knots (8 mph or 13 km/h). Larger racing yachts can easily reach speeds up to 15 knots (17 mph or 28 km/h), with an average cruising speed between 6-8 knots (7-9 mph). Cruising speeds of over 8 knots are uncommon.

Different types of sailboats reach very different speeds. Of course, it all depends on wind conditions, current, and many other factors. Did you know that the speed of a boat is directly related to its length? The larger the boat, the faster it goes. I'll explain it to you later on, but first, more on average speed.

On this page:

Factors that determine speed, converting and calculating sailing speed, calculating the hull speed of your own boat, exceeding hull speed, amount of nautical miles, related questions.

So let's get a little more into detail on sailboat speed. The most important factor in determining the speed is the hull type. I have two rules of thumb for you. The first is: the less of the boat is under water, the faster it goes.

Here are the average cruising speeds for different hull types:

• Monohull - 6-8 knots
• Catamaran and trimarans - 9-10 knots
• Fastest monohull (world record circumnavigation) - 15.43 knots
• Fastest trimaran (world record circumnavigation) - 27 knots

Monohull - Your average sailboat is a monohull. Nearly all monohulls are displacement hulls. A displacement hull is under water, pushing the water away. This allows the boat to cut through the water more smoothly; this stabilizes the boat. If you want to make it go faster, you would have to raise the entire hull above the water. Later on I'll show you how to calculate the maximum hull speed of your boat.

Catamarans and Trimarans - These are planing hulls, meaning they are on top of the water. They displace less water, which is why they are faster. But a planing hull is less stable than a displacement hull. To compensate, catamarans and trimarans have two or three hulls, which makes them extremely buoyant. Since this is not your average sailboat I'll leave them out of this article.

The second factor is the length of the boat. It's the second rule of thumb: the longer the boat, the faster it goes. Each sailboat has a maximum hull speed, which it can't exceed (in theory). The hull speed is determined by the length of the boat.

Here are the maximum hull speeds for different monohull lengths:

Please note: the maximum hull speed isn't the average sailing speed. It's the upper limit (in theory - read on to learn more).

The third and perhaps most obvious factor of course is wind direction and speed. If you plan a large voyage, for example, an ocean passage, make sure to check the dominant wind and direction for your time of year. You want to make sure to have as much downwind as you can get, and a favorable current as well. This is why most sailors choose to go eastward instead of westward when sailing the world.

If you want to know why going eastward is smart, I encourage you to read my previous article on sailing around the world here .

How to calculate necessary sailing speed

So imagine you need to get to dock in time. It's 50 miles away. You need to arrive at 2100 hours. It's currently 1500 hours. Would be handy to know at what speed you need to sail to make it in time.

The formula is simple:

nautical miles / time = average speed necessary

2100 - 1500 = 360 minutes 360 / 60 = 6 hours Your average speed should be: 50 NM / 6 = 8.3 knots

Converting knots to mph and km/h

To convert knots to mph or km/h, simply multiply the knots by the ratio below.

1 knot = 1.151 mph 1 knot = 1.852 km/h

Great, we have a good general idea of what to expect from our trustworthy vessels. If you want to go deeper, you can try to calculate the maximum hull speed of your own boat. Calculating the maximum speed is actually very simple. Now is the time to get out your calculator.

You calculate the maximum hull speed (HS) by taking the length in feet (lwl), get the square root, and multiplying it by 1.34.

HS = √ lwl * 1.34 HS = Hull Speed lwl = length at waterline

So a 80 feet boat has a maximum hull speed of:

√ 80 * 1.34 = 12 knots

A displacement hull has a maximum hull speed. Hull speed is a theoretical speed that tells us what the maximum efficient speed is. Everything above that speed costs a lot more energy. If you power your boat by engine, you can exceed the speed by pushing the hull over your own bow wave (this requires a lot of horsepowers though, and it isn't good for your engine).

If you're sailing instead, you can exceed your hull speed with the help of the weather. Let's call these surfing conditions (sounds good). This might happen to you when you're sailing downwind and the current pushes you forward simultaneously. This helps you to overtake your own bow wave. If this happens, the wavelength gets longer than the hull length: the water can't get out of the way fast enough. As a result, the boat starts to plane, increasing water resistance at the front. Congratulations: you're surfing on your own bow wave.

The increase in speed won't be mind blowing however (about 1 knot). The truth is: a displacement hull is bound to its speed. It just costs to much energy to propel it through the water. It's made to cut, not steamroll the water.

Sailboats don't travel lightning fast, but they do travel 24/7. Because of this, they can cover quite a bit of distance. What distance are we actually able to cover with conservative speeds?

The average sailboat covers a distance of roughly 100 nautical miles (NM) , at a speed of around 4.5 knots. This equals 115 miles or 185 km.

1 NM is 1.852 km or 1.151 mile

You can calculate the distance per day by simply multiplying the speed in knots by 24 hours:

NM = knots * 24

Most sailboats cover anywhere between 100-180 NM per day. This means that a fast sailboat in ideal conditions can cover more than 200 miles. Impressive. However, anything over 180 NM is uncommon. We usually only see cruising speeds that high in races.

Here are the distances per day (NM) for different cruising speeds:

How fast can a sailboat go under power? The average speed of a sailboat under power is 4-5 knots (5 mph or 8 km/h). Most sailors switch to engine at sailing speeds below 6 knots, especially when on passage.

How fast do racing sailboats go? Racing sailboats can reach speeds of 30 - 50 knots (35-58 mph or 55-92 km/h). The record is set at 65.45 knots (75 mph or 121 km/h). They can beat wind speed because they have a planing hull instead of a displacement hull, making them a lot faster than average sailboats

Can a sailboat sail faster than the wind? Sailboats with a planing hull (multihulls) can go faster than wind. Displacement hulls (the average sailboat) can't beat the wind, or just slightly in surfing conditions.

Robert Tangney Kenmare Ireland

Just wondering if you could do a similar article on diesel powered boats.I have a Seaward 23 powered with two 1.6 mermaid engines.I normally do around 7_8 knots and was thinking of replacing them for more speed around 10_12 knots.what engines would I need. According to what I have read already I should be getting 10 knots cruising speed with a top speed of 12 knots.This is not the case and her bottom is very clean.Found your article very interesting.

Shawn Buckles

Hi Robert, thanks for your comment. You have quite a bit of power there, nice.

I wouldn’t know for sure what engine size you should get, this article is specifically about sailboats. Also, this is the maximum hull speed - what you could expect under ideal conditions. And that’s never the case - you have to deal with current, wind, and so on. So I’d say it sounds about right.

If by diesel-powered boats you mean a powerboat, I currently don’t write about powerboats. Maybe I will in the future, but I won’t make any promises for now.

Thanks again and good luck with your upgrade!

I’m not sure if you use a different way of calculating time in nautical terms (Not a sailor myself, just curious about sailboats), but in the ‘How to calculate necessary sailing speed’ my math would say there’s 6 hours = 360 minutes from 1500 hours (3 PM) to 2100 hours (9 PM), not 600 minutes = 10 hours. Am I missing something?

Hi Ben L, That’s exactly right, it was a math error on my part. Thanks for pointing it out, I have updated the article.

Catamarans and trimarans are PLANING boats?! How long have you been sailing? Three days? :-)))

Matas Pacevicius

Just wanted to point out a typo. At hull speed of 5NM you travel 120NM and 138miles (not the 115 written) per 24hrs. Thank you for your articles. I’ve been dreaming of circumnavigation for years and am in the process of designing and building my own sailboat for the feat. I would love to build and sail a sailboat on which I could live almost anywhere in the world. I currently reside on the Gulf coast of Florida and am surrounded by beautiful warm waters that beckon me to explore them. Hopefully in the followings 5 years I will be sailing into the Caribbean in my self-built traveling home in the water. I wish to call the oceans home and soon the entire world. I plan to cross the Atlantic from the Caribbean on my first leg around the world. Would you recommend sailing throughout the Mediterranean? Any ideas on how’s to make money along the way?

I’ve worked all my life, struggling. Now 56y.o. staring at becoming a jobless wanderer in the next couple of months, maybe pick up a used boat. I am just really curious how some people have the time and place to design, build, and then sail around. Tell me your secrets…

Benjamin Lindner

Hello Shawn;

You have an error in your table above: 5 Knots = 120 NM BUT DOES NOT EQUAL 115 MILES.

Thank you Ben

Carlos Alberto Molinelli

But WHY is it a maximum speed for displacement boats in quiet waters, responding to this old formula? It is because the speed increases, the water displaced forms waves. At slow speed there are several along the hull. At fast speed there are only two: one at the bow and another an the stern. If the boat tries to go faster, the stern wave would go more farther but the hull would lose sustentation. It better explained with a picture. Look for boats going fast. You will see only two waves.

Robert Flores

Getting close to retirement and want to get a sailboat with some power. Thinking about sailing lakes and coastal. Looking at the macgregor 26M and seaward 26rk. What recommendations do you have ?? Or things to think about. I am one for safety. Best regards Robert

Ronald Ernst van Dijk

Thank you. Very well explained in clear language, including the usual conversions between knots, miles and kilometers. It helps understanding the physics of sailboats and what to expect in terms of speed. I have just completed building an 18 feet wooden gaff rigged yawl (design by François Vivier) for single handed coastal sailing in Malaysia, the country where I live. Your “rule of thumb” about HS = Lwl * 1.34 seems to work well, although I have to further try it out with different wind speeds and sailing on a reach or down wind.

Your website is an ad horror show to the point it is not usable any more. Ads do have their place and purpose, just like food needs salt. But in your case there is more salt then there is food. Moderation is key.

Ara Houston

Hello improvesailing.com owner, You always provide helpful information.

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You may also like, how far can you sail in one day.

The average one-day sailing distance of a boat is important for planning passages. I've done the research and the same numbers kept coming up. Here they are.

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Positions on a Racing Sailboat

‍ The success of a racing sailboat depends entirely on the ability of each person on the boat to know and execute their role in high-pressure situations.

While boat-dependent, all positions are some combination of the responsibilities of driver, bow, tactician, trimmer, and pit. The driver makes the final decisions and steers, while the other crew members play various roles providing information, trimming sails, and keeping the boat moving fast.

The fundamental responsibilities of sailboat racing do not change, regardless of the number of people aboard. Someone in a one-person dinghy has to be able to keep track of the course, make tactical decisions, trim sails, steer, watch for new breeze and other boats, and ensure that they are set up for the next leg. On a larger boat, with more sails, more controls, and more required coordination, these jobs still exist and are distributed amongst various crew members. We will go through the basic crew setups of various one-design racing boats from one through four crew members to develop how the increase in crew and complexity begins to distribute the responsibilities of making the boat go fast across the team. Then, we will make some general claims about bigger boats, but as everything gets more confusing in the larger crews, we will not specify too much.

Over years of racing boats of all sizes, I’ve seen these crew roles respond to personal skills, different boat setups, strange habits, and teamwork to the point where everyone can respond to different events seamlessly. Sometimes these roles are perfectly well-defined, but sometimes a quick-thinking crew will switch positions on a dime to make up for a mistake in an entirely unorthodox way that is somehow perfect. On smaller boats, people have different priorities and different ways to work through all their responsibilities, but on all the best boats it is the people who know how to excel in their role, and how to make life easier for all their teammates by knowing exactly what they need, who make a sailboat go. Let’s get into it!

Table of contents

‍ The One-Person Dinghy: It’s All on You

You could argue that sailing, at its most basic, boils down to one sailor, a handful of lines, and a tiller against the breeze and water. Perhaps it would be a ridiculous argument, as sailing has always relied on people working together, but there is something to seeing who can go out there and be the one to make it work the best. When all the responsibilities for every inch of the boat fall on one person, it is interesting to see who has everything in sync the best. There is no specific title for this position, but I suppose you could call them

The Single-Handed Sailor

There are fundamentally three aspects to sailboat racing: boat speed, boat handling, and tactics. The single-handed sailor has to excel in each dimension. The best case study for a single-handed boat is the ILCA Dingy, once known as the Laser, but other notable racers include the Opti, Finn, RS Aero, Moth, and Wazsp classes.  

Boat speed comes down to trimming the sails properly for the angle to the wind. This means adjusting not only how far in and out the sail is, but also tuning specific control lines to give the sail the ideal shape for wind strength and direction. Making micro-adjustments to sail trim while dealing with all the other aspects of the race may not seem like much, but they can make the difference between winning and falling behind. While on larger boats there are entire positions dedicated to this, the single-handed sailor has to deal with this the whole time.

Other factors in boat speed concern steering through the wind shifts and wave sequences properly and keeping the boat flat by hiking out. This often includes being able to shift weight in precise ways to keep the boat optimally balanced and cutting through the waves.

Boat Handling

While boat speed forms the basis of all sailing, it is also crucial to know how to maneuver the boat through course changes. Windows in sailing races are small, and being able to get a boat into a lane is often a fraught affair. Having the confidence to trim the sails properly and maneuver sharply while still maintaining speed is a huge boost to a racer. Turning points at marks or directional switches while tacking and gybing are where many of the gains in a race come, and a clean tack coming into the top mark on port can mean the difference between leading the fleet and having to duck behind a parade of 30 boats. Being able to put on the brakes and accelerate quickly is key in tight spaces along the start line, and is a weapon for the best sailors.

Singlehanded racers have total control over their boat handling. Changes in direction come down to perfect synchronization of sail trim, steering, and body weight, and the single-handed sailor has to account for how every single adjustment affects these maneuvers. Some of the best boat handlers grow up racing single-handed boats; the feel developed sailing solo is hard to beat but requires years of fine-tuning and muscle memory.

All the speed and maneuverability in the world does not do much if you don’t know where to put the boat. Like any sport, the fundamentals are simple, but becoming a master takes a lifetime. The single-handed sailor must hold the entire course, the regularity of the wind shifts, the tendencies of the current, the positions of the other sailors, and their own plans in the front of their minds while pushing the boat as hard as possible.

While this is no place to discuss the intricacies of upwind tactics or the fastest lines on a downwind in different boats, the singlehanded sailor has to be able to think and make decisions tactically then execute those decisions themselves. This is such a large task that bigger boats will often have someone whose entire job is just to call breeze and tactics.

The single-handed sailor is without a doubt a jack-of-all-trades. We will discuss various terms for different crew-members on bigger boats, and while you could use the terms ‘skipper’ or ‘driver’ for the single-handed sailor, this does not quite say it all, so we save these positions for the bigger boats. We will not explicitly break the other boats down by who is in charge of boat speed, boat handling, and tactics, but roles can generally sort into various levels of responsibility for these categories.  

The Two-Person Racer: The Best (or worst) Way to Get to Know Another Person

On a two-person boat, of which common examples include the various 420 classes, the Olympic Classes (470, 49er, Nacra 17) among many others, responsibilities are slightly split, but this distribution comes with the tradeoff of greatly increased complexity and coordination requirements. Double-handed boats tend to have at least two, and often three, sails, require more involved tuning, move much faster, and occasionally require single or double trapezing. The very best doublehanded pairings move as one, but this type of coordination requires both sailors to have an intimate knowledge of their role and the dynamic balance of the boat. Without further ado, the common positions:

The Skipper (Driver)

The skipper of the boat steers the boat. On different types of boats, they have different trimming and setting responsibilities, most often including the mainsheet--though the 49er is a notable exception. You can call them either a skipper or a driver, but you rarely say that ‘you skipper;’ instead, you would say that ‘you drive,’ so the latter term has begun to stick as the position as well.

As they are the person driving the boat, the driver tends to make the final tactical decision. They do this in collaboration with the crew, who is often going to be feeding information about the course and competitors to the driver, but the final decision comes down to the person holding the stick (forgive the vernacular, if you may).

Different double-handed teams often have different dynamics. In some, the driver will primarily be focused on tactics, while the crew has to keep their head in the boat making it go fast, while in others the skipper lets the crew make such calls while focusing on the breeze right in front of them, it all depends. Boat handling requires nigh on perfect coordination, and skippers must keep their crews alerted to any upcoming maneuvers.  

The unsung heroes of many a double-handed pairing, a good driver can sail well with an ok crew, but a crack crew can take a skipper with some potential to the top of the fleet.

Responsible for trimming the headsail and setting and managing the spinnaker on boats that carry them, the crew’s primary roles is to keep the boat going fast. They often can make the small sail trim and control adjustments that the driver cannot. Especially upwind, the crew scans the course for new breeze, other boats, lay lines, and any information that the skipper could need to make the best decisions possible.

A good way to consider some, but not all, skipper-crew relationships is that the crew can get all the micro-considerations out of the way so that the skipper can focus on the big picture. The small picture adjustments in terms of sail control and angle of heel keep the boat moving and the skipper zippered into the feel of the course. In turn, this allows the skipper to plan ahead and keep the crew involved in decision making, making sure that they don’t screw their crew with a crash tack or sudden gybe.

Still, on some teams, the crew makes all of the outside the boat decisions while the driver just drives the boat as fast as they can. This often works with spacier skippers, of which there are many, and highlights the value of a strong-willed crew. Crews are often on-the-water coaches for high-strung skippers and are key to the success of a team. On more athletic boats, a crew can crucially contribute to boat speed and handling through trimming, ooching, and body-weight adjustments.

All of this is to say that a crew, both as a single person on a double-handed boat and as an ensemble on larger boats, is never to be considered an accessory to the skipper, but are crucial parts of a competitive racing team.

The Three or Four Person Boat: I Thought That Was Your Job!

Having outlined the general dynamics of a skipper-crew pairing, it is not particularly helpful to discuss exact boat setups and interactions. From here, we will provide terms and positions with general roles. These are all subject to change, but once you reach boats of three or more people, roles become highly specialized, as boats of this size begin to get complex enough that you cannot do everything on your own. Let’s run through the general roles that must be filled on boats of up to four, with the knowledge that these can be switched around and combined depending on skill, boat setup, and breeze.

Things change yet they stay ever the same. The bigger the boat, the more boat the driver has to deal with, but the role does not fundamentally change. The driver still has their hand on the stick, and, despite the best attempts of various crewmembers, still is the final decision maker on the boat. Sometimes they will trim the mainsheet as well, but other times they will leave this to a member of the crew

The bigger the boat, the less running around the skipper does and the more focused they are on sailing the perfect line through the fleet. Even their ability to scan the course and make tactical evaluations wanes on the bigger boats, as they must put more trust in their crews to make the right reads. They are still ultimately responsible for putting the boat in the right spot, but they are ultimately unable to control everything that is happening on the boat.

Debatably the easiest analog to the crew on a double-handed boat, the bow is, if nothing else, the most likely person on the boat to get soaking wet. Sitting the farthest forward, they are occasionally responsible for trimming the jib--particularly on three-person boats--but primarily have to deal with setting the spinnaker and dealing with front-of-boat controls.

They can play a role calling tactics, breeze, and other boats, but because they are so often busy with the chaos of boat handling in crucial spots and are often far away from the skipper, they mostly need to focus on their role setting the chute and managing the complications near the front of the boat.

Trimmer/Tactician

Often sitting at the hip of the skipper, different boats have different assignments for their trimmers, which can range from main-trimming across the whole course to only touching the spinnaker off the breeze to controlling the jib instead of the bow. Regardless of the particulars, they need to make the adjustments that keep the boat moving fast, and need to be continually in sync with how the skipper wants to sail.

The person in this position is often responsible for communicating details about the course and from the rest of the crew to the driver. Their role gives them more time to look around and make fine adjustments, rather than having a continuous responsibility, so they are in the perfect position to survey the information at hand and collaborate with the skipper on decision making.

On three-person boats, this is generally one person playing both roles in active collaboration with a driver. On certain four-person boats, this can lead to two trimmers who alternate between calling tactics and trimming different sails depending on the leg. Other times, this role is fully bifurcated, with one person trimming and another entirely responsible for looking around and making calls, with only a menial role controlling the sails, but this looks different on every team.

While Nascar has its pit crews, beginning at four-person boats, sailing just has its pit person. As boats get bigger, sails and various lines are more prone to twists, knots, and the generalized snarls that give sailors across the world excuses to flex their famous propensity for swearing.

The pit is responsible for eliminating, or at least minimizing, these disasters via preventative prep. They do not have a conventional job trimming sails, per se, but they are the ones who make sure that everyone else can the sails set cleanly. They prefeed sheets, ‘run the tapes’ on off-the-breeze sails to make sure they aren’t twisted and are notorious neat freaks. They often are responsible for raising and lowering sails around mark roundings; these events are almost always chaotic and never go according to plan, so it is the pit who has to coordinate the chaos as much as possible and clean up the mess in time for the next explosion. Unheralded, often stuck below decks, the pit can be the difference between a boat running smoothly and a stream of curses over a huge gash in a thousand dollar spinnaker.

Now This Is Getting Ridiculous: The Road to Specialization

As of this point, we have covered the key roles on just about any sized boat. As you get to bigger and more specialized boats, the situations will call for more and more crew members doing increasingly focused work. While having talented sailors on a larger boat is no less important than having them on a smaller dinghy, there are simply not that many parts that have to be moving all the time to fully occupy more than a few people at a time.

Still, when they are needed, during gybes, mark roundings, sets, and douses, these extra crew members are crucial. On certain boats, there is an entire position dedicated to trimming the twings during gybes; the position is only slightly more serious than the sound of the ropes. Still, the other crew members are so busy during the gybes that they need the extra pair of hands. Furthermore, having a sharp sailor in a position like that ensures another pair of eyes and hands to spot problems and step in if needed. Knowledge and quick action are unlikely to go unappreciated on any boat, even if it is only in a very specific setting.

There is, however, one more term for extra crew members on boats of this size, and it is distinctly unspecialized: meet the ‘rail meat.’ On sufficiently big boats, where heeling is slow but a fact of life, every now and then you just need a big ole guy to sit on the edge and hang out to windward. A flat boat is a fast boat, and sometimes you just need someone hanging out over the rail, skilled and mobile or not.

Finally, on high-performance boats, like America’s Cup boats or the new-fangled SailGP league, rail meat is replaced by ‘grinders,’ who specialize in turning hydraulic cranks like they’re in a CrossFit gym. Sometimes drawn from other sports, famously including rugby players on New Zealand’s America’s Cup team, grinders may not have the tactical acumen to step into a single-handed boat and win the day, but they are key pieces to winning teams and are no less a sailor than anyone else.

Hopefully, next time you go down to the water and someone tells you they need someone to run their bow, this has done enough for you to know exactly what you’ve gotten yourself into! Happy sailing!

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Gabriel Hannon

I have been sailing since I was 7 years old. Since then I've been a US sailing certified instructor for over 8 years, raced at every level of one-design and college sailing in fleet, team, and match racing, and love sharing my knowledge of sailing with others!

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• Tiara’s Newest 56-Foot, 2400 HP Boat Is a Speed Demon in a Full-Feature Package

Tiara just joined a small club of builders that make center consoles over 55 feet. But this new boat distinguishes itself from competitors through luxurious details and smart design.

Michael verdon, michael verdon's most recent stories, kevin costner cruised on this luxe 75-footer last summer. now it’s debuting at cannes yacht fest..

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These larger models have become status symbols, partly for their impressive speeds, but also for the luxurious details—at least insofar as sportfish boat makers view luxury—across the boats. But many don’t quite understand the definition of luxury on a boat, at least not the same level that brands from Italy understand and implement it, which explains the significant increase in imports over the last ten years.

Tiara is one of the few US boat brands that gets luxury is more than expensive looking gadgets, but about the whole package.

Its new 56 LS, standing for luxury sport, strikes a nice balance between the two words in its name, without going to extremes on either end. “We want to have the performance, but offer a true luxury experience,” Tom Slikkers, Tiara CEO told Robb Report , bristling a bit when his new boat is compared to competitors.  “We see luxury as not just being able to get from point a to point b in record time, but enjoying the whole day aboard. Our competitors aren’t necessarily thinking that way.”

The 56 LS also has some distinctive features from its smaller 48LS and 43LS siblings. “We realized it was time for the next generation,” says Andrew Bartlett, Tiara’s director of design. “We wanted to keep the DNA of our center console design, but provide more enclosure behind the helm station, so owners can seal it during bad weather.”

A disappearing bulkhead, a feature taken from its EX60 inboard model, proved a viable solution. “That let us keep the boat’s main characteristic of openness in good weather, but provides protection so owners don’t have to go below-decks in bad,” adds Bartlett.

The aft cockpit has a modular design that allows movement of the seating, inclusion of the dining table and connection to the outdoor galley for different social occasions. Both rear sides fold down to expand the cockpit size by about a third.

The cabin is a two-stateroom design, with two heads and a shower. The foredeck also has a settee and table, more in line with a cruiser than a center console. Fit and finish throughout promises to be as luxurious as Tiara’s other models.

The new 56 LS may not be able to claim the title for speed or size—Scout is building a new 67-foot center console for release later this year—but it could well be the most luxurious center console on the water when it debuts at the Miami International Boat Show next February.

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