trimaran newick occasion

TRIMARAN NEWICK THREE CHEERS Mk4 – Reduced price

RUSTY PELICAN is one of the most beautiful Newick in the world, the Three Cheers MK4 evo is a brilliant platform, the silhouette is magnificent, the performance fearsome, and she is superbly habitable for this type of multihull. Bought in 2016 by the current owner, the trimaran has undergone an exemplary rebuild with no other equivalent (perhaps the restoration of FLEURY MICHON IV, her almost sistership!). At 14m in length, she is ideally suited as an ocean-going family cruiser, or as a racing multihull for gentlemen drivers. Superlatives are short to describe the trimaran’s charm, the build quality, equipment and helming feel. The happy new owner will be able to boast of owning one of the 3 or 4 flagships of the world’s Newick fleet.

• Model Other TRIMARAN NEWICK THREE CHEERS Mk4
• Length 14 (m)
• Width 9.08 (m)
• Draft min 1.3 (m)
• Draft max 2.6 (m)
• Cabins 3 Cabins
• Location Spain
• Price €310,000.00
• VAT status Paid
• 1 Volvo Penta D2-40 - 38hp
• 1 Foldable 3-blade propeller

Sails and rigging

• Full batten mainsail
• Staysail on hook
• Assymetrical spinnaker
• Lazy bag & Lazy jacks

Deck fittings

• Harken winches self tailing including 1 electric winch
• Swimming ladder
• Removable cockpit table
• Cockpit cushions
• Harken traveller - cars - blocks - lead-lines
• Spinlock powerclutch
• Electric windlass
• Spade anchor

Electronics

• Raymarine chartplotter
• Navionics charts
• Wind indicator
• Log - sounder
• GPS Raymarine
• Radar Raymarine
• Autopilot Raymarine

Electricity

• 1 Engine starting battery
• 2 House batteries
• 6 Solar panels
• 1 Removable solar panel
• Shorepower cable
• Charge controller
• Hot water boiler
• 3 Cabins - 5 berths
• 1 Shower - electric toilet
• Stainless steel sink
• Refrigerator
• 2 Burner Eno gaz stove
• Fresh water mixer tap
• Salt water pump

Extra remarks

• Plastimo liferaft
• Life-jackets
• Fire-extuinguishers

This inventory is given as information, is not contractual and not engaging in any way the responsibility of the broker.

Your broker

Email: [email protected]

Phone: +33 (0)4 49 01 94 21

3 Rue Calypso, Zone Technique Du Port, 66140 Canet-En-Roussillon, France

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Responsive Damfino is a classic Newick tri

From the Morris 36 to mega-W-class beauties, a growing fleet of elegant day sailers with minimal accommodations reflect the resurgence in demand for boats honed to make fun, fast jaunts or quickly reach and explore favorite cruising nooks for a weekend. Typically, though, these boats have reverted to the classic aesthetics of western yachting’s past eras. Shedding new light on this field comes the design Spark , realized in the recently built Damfino , from Dick Newick’s innovative design board. Newick also values Western traditions. “I’ve always been a great disciple of L. Francis Herreshoff’s writings and designs,” he says. He’d owned a Herreshoff kayak early in his career, and even the design for Spark , which Newick calls “a three-hulled Rozinante , a gentleman’s day sailor,” tracks L. Francis’s wake.

If modern multihulls can claim to be classics, Newick has contributed more than his share. His shapely plywood trimarans have remained in charter service since their launchings in the 1960s. His fleet of historic racing machines includes Moxie, with which the late Phil Weld won the 1980 Observer Single-handed Trans-Atlantic Race (OSTAR), and the Atlantic Proa Cheers, a boat form he invented. Newick virtually created the fully sculpted multihull, too, not the easiest to build with nary a straight line in sight, but as organically functional as, and at home with, dolphin and birds of the pelagic realm.

For Newick, getting a boat to feel alive at sea, at ease with wind, wave and pure speed, has always trumped loading it down with what he calls “all the modern inconveniences.” Indeed, Damfino , the elegant prototype of the Spark design built by Jim Conlin, lacks not only air conditioning and fridge, but also inboard engine, windlass and even stays. From her demountability for transport, self-tacking sails, big comfy cockpit, and a sturdy, skeg-hung rudder to daggerboard canted forward to reduce tip vortices, Damfino combines practicality with performance optimization.

The 65-year-old Conlin is no snubber of tradition either, but his Alberg 35 had become a bit much for day sailing. Conlin saw in Spark something that didn’t require athleticism or difficulty to get underway quickly or to make lots of knots. Like Rozinante , Damfino would prove easy on the eye and across the sea.

Conlin had considered production boats, like the Ian Farrier-designed F-series trimarans, but found Spark ‘s hull shapes and weight less compromised by the folding systems F-boats employ. He used glass and epoxy over Core-Cell foam core, with carbon in the cross-arms (akas) and carbon masts to create a boat less than a ton empty, 3,000 pounds loaded, so Damfino slips along effortlessly.

The main hull is classic Newick, with springy sheer, well-flared bow, and very slim lines. Newick chose to mirror Rozinante ‘s canoe stern, though he prefers employing transoms, but all his boats are very V-d aft and nearly double ended anyway. The amas, or outer hulls, reveal a more notable Newick evolution. His early amas all featured lots of sheer and rocker, with sections sharply V-d and volumes that would float a bit more than the total boat’s weight if the ama could be pressed under water. His recent Traveler 48 showed influence from Euro-racers whose amas became as long and straight as pointy-ended cigars and displaced up to twice the boat’s weight, but they were honed for power reaching and flying the main hull in winds in the teens. They give a much bouncier ride close reaching and upwind. The Travelers are less extreme, but Damfino devolves further. The amas submerged would still displace a hefty 140 percent of total boat weight to maximize power and keep the akas well above water, but Newick uses almond-shaped sections (points down) and has returned to using significant rocker on the ama bottoms to soften the ride, particularly upwind, and sweeping sheer to keep the ends up. Tiny transoms should not drag water because, by the time they are depressed, the boat will be going quite fast, enough to avoid it.

Damfino can sail up to the wind speed from 2 to 12 knots, and in stiff winds can clock 10 to 13 knots to windward and close reaching the high teens off the wind. As the boat accelerates into the teens through oncoming chop, the windward bow wave can slash off the main hull’s flare and get blown back up and to leeward, “giving you the firehose experience” in the cockpit says Conlin, but one must accept that typical cost of speed, and Conlin will soon fit a dodger. Peter Johnstone grew up with performance boats, being part of the Johnstone clan that created J-boats. As principle of Gunboat catamarans, he’s also a veteran performance-multihull sailor. After a shakedown spin on Damfino , he concludes: “On a reach, the thing was just magical. It was wet, but as you would expect at that size (and doing 18 knots). It has a comfy cockpit and did everything it was meant to do &mdash a simple, comfortable, fast day sailer for an older guy who’s going to be short handed.”

Simple sail handling is aided by self-tacking sails on unstayed carbon sticks. Newick developed his cat-yawl rig starting with an earlier 36 footer White Wings . Damfino ‘s 35-pound mizzen is a rather conventional full-battened sail with wishbone boom, which helps control twist when using a sheet to the centerline. The 130-pound mainmast supports a modified Lungstrom rig, first developed in the 1930s, with double-panel mainsail set on sail tracks. Sailing downwind, one can open the mainsail to fly its port and starboard panels wing and wing. Conlin can stretch the windward panel out and forward as he bears off, allowing the crew to tack downwind, a preferred tactic for speed and comfort, even for quite modest performers, but one Newick thinks would be enhanced using a whisker pole. High-molecular-weight plastic mast bearings allow the crew to easily rotate the mast to reef, even in heavy airs, but as the sail rolls, it does shift the center of effort well forward, making the mizzen essential to maintain balance. A mizzen staysail, which can be turned upside down to form a jib on the foremast, would increase horsepower even more, especially in very light airs, but Conlin finds the boat’s performance quite adequate without them.

Like all prototypes, Damfino has had to face her compromises and teething aches. He’s had to tune the stiffness of the vertical carbon battens on the main. Cutting and setting sails to accept what can become several feet of bend in the unstayed mast also is an art. Conlin acknowledges that you really don’t want to be caught having to short tack out a channel, because the boat needs to get up to speed to come around. The flat mizzen can help stall a tack by pushing the boat back into the wind, so Conlin has learned to sometimes ease it off. The amas also sit 2 inches lower than designed, says Conlin. On a racing machine, if the boat could remain perfectly balanced at rest, the amas would both hover well above the water. In reality, the racer leans over on one side, then flops over as the boat sways about, a discomfort for cruisers but essential when tacking an extremely wide boat so that it doesn’t have to drag its long leeward ama around in a big arc before the ama lifts and allows the boat to come off on the new board. Damfino ‘s amas steady her at anchor, but Conlin plans to raise them on future boats to aid tacking.

As for cruising, some sailors will always wince at the paucity of staterooms in this 28-footer, but even on his smallest designs, Newick always has supplied the essentials to an offshore crew &mdash a secure and generous berth, place to navigate and galley space. Damfino features a big double berth and enough counter space for a small cooker and compact nav station, which these days may require not much more than a GPS. Conlin plans little cruising, but Johnstone concludes, “I could see cruising that boat in the Exumas for a month or two, no problem,” a trip enhanced by the boat’s minimal working draft of 2 feet (depth of rudder; board up). He adds, “The boat has a lot of room below,” and though that may be a relative measure, Newick echoes quite a rational cruising brief: “I could spend summers on that boat alone or take Pat (his wife) on weekend cruises.”

Newick would not hesitate to take the boat offshore to Bermuda, either. Although small for such purpose, Damfino is a powerful successor to Newick’s famous 31-foot Val trimarans, which are not much bigger and have sailed across oceans many times, including one placing second in the storm-ridden 1976 OSTAR, finishing right behind a maxi-racer (and penalized 236-foot schooner). There’s good reason Newick was inducted into the North American Boat Designers Hall of Fame, and Damfino is sure to spark continued interest in all his boats.

Steve Callahan is a sailor, naval architect and author of the book Adrift: Seventy-Six Days Lost at Sea , which tells the tale of his struggle for survival after his boat sank in the Atlantic. He is also co-author of Capsized.

By Ocean Navigator

Yacht Buddha

42' 1995 custom newick creative trimaran blind river, on, canada multihull world sail gas twin $115,000 on market: 248 days.

"Pados" is an elegant Creative 42 trimaran designed by the late multihull maven Dick Newick. The beautiful flowing lines, sterling sailing qualities and seaworthiness of the Creative 42 have made it one of Newick’s most popular and enduring designs. T

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Consult with the Buddha for $19.99. We have additional information available.

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Newick CREATIVE 42 TRI for sale in Canada

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Newick CREATIVE 42 TRI

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An elegant trimaran designed by Dick Newick. The beautiful flowing lines, sailing qualities and seaworthiness, makes the Creative 42 one of Newicks most popular and enduring designs.

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Article publié le 05/06/2017

Par Jean-Christophe Guillaumin

n°183 juin / juil.

Vous cherchez un multicoque d'occasion ? Voici deux bonnes nouvelles pour vous, et deux moyens très efficaces de trouver la perle rare. 

Créez une alerte e-mail sur le thème "Multicoque"

Vous serez tenu informé des articles paraissant sur ce sujet

Multicoques Mag vient de lancer de tout nouveaux sites Internet (www.catamaran-occasion.com – trimaran-occasion.com et www.catamaran-4sale.com – trimaran-4sale.com), qui vont rapidement devenir les outils indispensables pour traquer et surtout trouver le bateau de vos rêves. Un cata de 17 m au Timor, un trimaran Newick en Uruguay ou un Lagoon aux Antilles, il y en a pour tous les goûts et toutes les bourses.

Mais le rendez-vous des aficionados des multicoques d'occasion est le désormais célèbre et fameux salon "Les Occasions du Multicoque". La prochaine édition se tiendra du 21 au 24 septembre 2017 à Canet-en-Roussillon (Sud France), terre de multicoques s'il en est. L'entrée au salon est toujours gratuite, et les organisateurs attendent une quarantaine de bateaux à flot. En plus des exposants professionnels, le salon ouvre cette année ses portes aux particuliers qui souhaitent vendre leur multicoque de 42 pieds maximum.

En savoir plus :

www.lesoccasionsdumulticoque.com

www.catamaran-occasion.com

www.catamaran-4sale.com

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trimaran NEWICK PAT’S

After having been the mastermind of the Western rediscovery of multihulls and “the inventor of the Atlantic proa” and before becoming the “sherpa” of many French racers in the 80s, Dick Newick won the Ostar transatlantic race with Phil Weld and Moxie. The “sorcerer” of multihulls attempted for himself a visionary synthesis, a personal boat: PAT’S! This collapsible trimaran (storage, transport…) tries to reconcile all the qualities of the inimitable Newick trimarans (smoothness of movement, graceful silhouette, pleasure at the helm, high speed…) with great ease of maintenance and maneuvering. The low power split schooner rig (2x35m2) makes driving this beautiful fast cruiser very easy. Sail reduction by rolling around the masts is a brilliant application that makes mastering this multihull both efficient and simple! The quality of the lanes and the epoxy glass molded wood construction (by the builder himself and a team of professional “constant camber” tuners) does not require power for a result on the water that is absolutely astonishingly fluid and simple. Downwind the headsail opens in a double fold! a modern multihull adaptation of the famous twin staysails of yesteryear. This 1988 boat was restored in 2012 even if the original construction was splendid (daggerboard well, complete exterior painting, modernization of the interior fittings, change of inboard engine, total repair of the electricity…). Improved, made reliable and sold in perfect condition by an enlightened owner, PAT’S is today an exemplary testimony to Newick’s contribution to naval architecture, easy to use, this trimaran can be sailed solo or with two people, it is not a racing multihull, but it is capable of astonishing performance without soliciting the crew: It is perfectly at ease in the medium and easily rolls a wake between 10 and 15 knots of speed in the breeze! The recent powerful inboard engine and the rational mooring (recent electric windlass, anchor roller, smart chain storage) make her well suited to a forgotten form of cruising which favors the pleasure of sailing with the happy frugality of a Stradivarius interior. The interior volume of PAT’S makes it very habitable but reserves this happiness for a reduced crew! The program? yours! PAT’S knows how to do everything. Asymmetrical “half moon” floats are a light and economical approach to variable geometry, little wet surface in light weather, but the volume increases with downforce!

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Voir également:.

trimaran SIRIUS 31

TRIMARAN PULSAR 33 (sous compromis de vente)

Small Boats Annual 2009 Series

Tremolino Trimaran

What’s old is new again

A h…the Kansas prairie. A land of wide-open spaces that evokes images of cattle drives, farmers on tractors, wheat fields, and the world-renowned Dorothy and Toto. This isn’t the type of place I would have thought to look for an example of designer Dick Newick’s Tremolino, a fast and futuristic-looking trimaran. Yet, on a quiet reservoir known as Cheney Lake just south of Wichita, BLUE MOON quietly awaits—poised for speed. Who’d ’a’ thunk it?

The Wichita area is a hotbed for aerospace technology. That may explain the high-tech-looking trimarans and catamarans that abound on Cheney Lake. Now we know how rocket scientists have their fun. It took BLUE MOON’s builder and owner, Lew Enns, and his good friend, Tom Welk (neither of whom is a rocket scientist), several years of part-time work to complete her. Their hard work paid off, though; she’s head-and-shoulders above the rest on Cheney Lake.

Please don’t send letters. This truly is a handmade wooden boat. While she may look like something out of science fiction, there’s much less new technology at work here than one might guess. In fact, its core technology has been around for millennia.

The Dick Newick–designed Tremolino blends ancient technologies with high-tech design and construction methods. The strip-built trimaran gives even the less-experienced builder a chance to own this fast and fun-to-sail craft.

Dick Newick says, “ Thousands of years ago when early Europeans had trouble crossing small bodies of water, the people of Southeast Asia developed craft with more than one hull which they used to explore and settle the widely separated islands of the Pacific. If they had ever been motivated to leave this paradise for a cold climate, they might have astonished the natives of Europe long before Magellan ‘discovered’ the Pacific and their light multihulls that easily sailed three times as fast as his heavy vessels. The rest of us are slowly relearning what those ‘ignorant savages’ knew a long time ago. CHEERS! to those salty seamen.”

First-time trimaran builders Lew Enns and Tom Welk, while perhaps not as salty as our Southeast Asian predecessors, have done an outstanding job in constructing BLUE MOON. Lew studied other designers’ trimarans before settling on Newick’s Tremolino, but most of them used parts from beach catamarans, giving them a patched-together, discordant look to his eye. Tremolino is a unified original. Lew says, “I really like the looks of Newick designs. They seem like works of art.” Another important consideration for Lew and Tom was determining where the boat could be built. They wanted a design that could fit inside a 24′-long, two-car garage. The 23′ 6″ Tremolino “just fit” when set at a diagonal.

Building BLUE MOON was a community effort. Tom Welk (left) joined family members and others to help owner Lew Enns (right) with construction. Lew’s son, Greg, designed a logo for added panache.

Lew and Tom ripped out miles of 3⁄ 8″ 3⁄ 4″ Western red-cedar strips in preparation for building the hulls. The stock was only 8′ or 10′ long, so they scarfed the pieces to get the necessary length prior to ripping. During the earliest stage of BLUE MOON’s construction, a new home was being built near Lew’s place, and the owner graciously saved the offcuts and scraps for his neighbors’ use. Lew and Tom recycled these materials, turning throwaways into their strongback, some of the molds, cross supports for the hulls, and a variety of jigs.

The Tremolino is a trimaran with a large, main hull, called a vaka, bounded by two smaller hulls known as amas. The cross beams that connect the three members are known as akas. Since the amas are the smallest hulls, and since they were to be built in halves on female molds (which can produce an outer hull that is truer and easier to fair), they seemed less daunting to Lew and Tom. So that’s where the builders began.

Two outer hulls, called amas, give balance to the central hull, known as the vaka. Fore-and-aft crossbeams (akas) tie the boat together. Unlike a monohull, the vaka is not designed to be stable without the support of the amas.

No lofting is required to take the Tremolino plans to full scale; molds need only be traced and cut from the full-sized patterns. Lew and Tom were faithful to Newick’s plans, which specify stations spaced 12″ apart. After sheathing the molds with waxed paper, Lew and Tom laid in epoxied strips and temporarily fastened them with 1⁄4″ staples (with waxed ends) that could be set about 1⁄8″ proud for easy removal. The builders averaged six to ten strips per evening. After building the first set of ama halves, they reversed the molds to build the opposing, complementary ones.

In contrast to the amas, the vaca was built on a male mold setup. While the strips went on more easily than they did on the female molds of the amas, fairing was much harder. Tom passed this friendship test with flying colors, working many evenings alongside Lew. There were more tests to come, especially when lining up holes in ama halves to ensure a perfect fit in final assembly. Here, Lew deemed Tom a saint, as his stalwart friend endured hours of the measuring, fitting, and cussing that went into this critical step.

The akas were laid out on a strongback, which established bends in each one according to dimensions shown on the plans. This bending took the Douglas-fir almost to the breaking point—but designer Newick’s procedure worked well, and the completed akas came out fine. The cabin sides, foredeck, cockpit floor, and bulkheads are of okoume plywood. BLUE MOON’s cabintops are strip- built, and all three hulls are sheathed in 10-oz ’glass and epoxy.

Placing the akas at the correct attitude through the inboard ama halves was one of the most critical opera- tions of BLUE MOON’s construction. Lew and Tom used a profile of each outboard ama half to ensure that both the angle and the depth of the akas were dead-on.

Dick Newick is one of the true pioneers of trimaran design in the western world (see WB No. 202, “Multihull Pioneers”). His designs take to the water like a feather drifting on a summer breeze. They look like they are moving fast even when moored. Years ago, when I was a design student at The Landing School in southern Maine, Dick Newick came to introduce us to the basics of trimaran design. His philosophy of simplicity and lightness, lightness, lightness impressed me greatly then, as it still does. His designs are not only fast (winning ocean races far and wide), but all of them are extraordinarily beautiful. In a way, BLUE MOON is high-functioning sculpture. If you are lucky enough to build a Tremolino, I hope you will follow Lew and Tom’s good example in adhering closely to Newick’s design.

If, like me, you are accustomed to sailing a monohull, this boat’s speed will knock your socks off. Kept light, she will attain velocities that one can only dream about with an average 24′ daysailer, and she will do it with just a few degrees of heel. Attaining these speeds with a monohull would require a perfect close reach heeled down on her ear. For me, less heeling means expending less energy. For some, it may also mean fewer bouts with seasickness.

The amas, though usually waterborne, provide the vaca with superb balance and agility, like a figure skater with arms in graceful extension. Because she’s a trimaran, BLUE MOON doesn’t turn on a dime, but she tacks without the awkward bumpiness associated with a catamaran.

The amas were constructed in halves in a female mold. After gluing up strips for both parts of one ama, molds were reversed on the strongback to build a complementary pair.

Most owners understand that every boat is a collection of strengths and compromises. Boats that are easy and fun to use are seldom as easy to build. BLUE MOON fits that description. Another downside is that the Tremolino is not easily trailerable, although Lew and Tom are working on a customized trailer to make transport a bit easier. For now, though, she clips across Cheney Lake at a full run, or basks in her shady slip. She’s the queen of the Kansas prairie and an icon of the Newick fleet.

Tremolino is a sophisticated modern sailing machine whose construction is within reach of the dedicated amateur. The plans include full-sized patterns, so no lofting is necessary.

This Boat Profile was published in Small Boats 2009 and appears here as archival material. If you have more information about this boat, plan or design – please let us know in the comment section.

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Comments (5)

I have two of these fantastic boats and both are for sale.

I was looking for one of these. Are yours for sale?

I always wanted a Newick Trimaran and corresponded with Newick several times. I was at the Gougeon Brothers shop several times while they were building Rogue Wave and saw her, finished, sitting quietly on the banks of the Saginaw River awaiting delivery. I have a copy of Nautical Quarterly 2 which has a long feature article on Newick and his career and later a long section on Rogue Wave. God knows what it would cost to get one today.

I also own Nautical Quarterly No.21 with a feature article on Phil Bolger and his boats, several letters with Bolger and Harold Payson, and several Bolger books. There are no Newick books, alas. I built two Bolger boats, a Teal and a June Bug. The June Bug building involved a tech at the Gougeon Brothers and humorous exchange. The short version is it wound up being built of 1/4 inch luan and has no fasteners left in the hull. Two Bolgers and no Newicks is an indication of my construction prowess.

The only thing about this boat that bothers me is the lack of usable space; the akas are at such a steep angle, the trampolines are almost useless, and the front/rear cabins cannot be used either (unless you want to slide off into the ocean). I would feel claustrophobic (trapped?) in this boat.

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About Dick Newick 1926..2013

By dick newick.

Newick's plans are the result of over forty nine years of designing, building, and sailing all types of multihulls, starting with a catamaran and several trimarans in my Caribbean day charter business, one of which is still sailing. Fiberglass sheathed plywood with strip planking below the waterline was the usual construction then. Present designs can be built of fiberglass and epoxy with cedar or foam core, using Kevlar or carbon fiber as the budget allows.

Most of these designs are made one at a time by small shops or by their owners. Conventional wisdom says that mass production boats are the best value. Not necessarily! They are usually found in the middle of the quality scale. The best boats are still built one at a time by proud craftsmen with modest overhead budgets, (as it is ashore; tract houses suit some people, but most of us prefer individually built homes).

Safe, seagoing performance and good looks are Newick design priorities. No waterfront cottages! High performance is an overused and often purposely vague advertising term. As used by me, it means the ability to sail safely and comfortably, faster than winds up to about 14 knots and to achieve over 20 knots in ideal conditions with a minimum of effort. The primary reason to buy a Newick design is to SAIL!

We all want high performance with comfort and low cost. Since the three cannot be combined in one vessel, priorities must be established and compromises made. Seagoing comfort can be very different from what is comfortable in a marina. Too often comfort is defined merely as interior volume. I prefer to consider three factors: (1) easy motion in a seaway, (2) peace of mind, and (3) interior volume. Who can be comfortable with the environment and stomach jumping around while concerned about stability, slamming, or worse? Waterline beam is closely related to both speed and easy motion at sea. A beam to length ratio of about 1 to 11 has worked well on my designs. For wider cabin soles we give up seagoing performance. Before making that decision, it is desirable to go to sea in a good boat to experience the trade-off. The same can be said for daggerboards vs. shallow keels. Windward ability is proportional to draft. Knowing the joy of going to windward at 10 knots comfortably can change your design priorities. Stock designs can often be economically modified for your exact requirements.

Born May 9, 1926 in Hackensack, N.J. Died Aug. 28, 2013 in Sebastopol, Califonia, at age 87.

Dick Newick, Sailboat Design Visionary, Dies at 87 New York Times, September 15, 2013

Hommage à dick newick "the wizard is gone", golden oldies, eight bells: dick newick scuttlebutt sailing news, september 2nd, 2013, intuitive dynamics.

article by Steve Callahan Professional Boatbuilder Magazine #122, December/January 2010

"The venerable Dick Newick, a pioneer in sailing multihulls, continues to deliver designs whose simplicity and grace, even at rest, are evocative of seabirds. His fast, safe, ocean·proven multihulls can truly be said to have been ahead of their time."

Inducted into the North American Boat Designers Hall of Fame

SAIL magazine article, March 16, 2008 Legendary Designers Jack Hargrave & Dick Newick Inducted Into Boat Designers Hall of Fame Westlawn Institute of Marine Technology

Profile and interview with Dick Newick on NEMA (and a tribute to Walter Greene), from www.nemasail.org

Water Wandering in the Low Countries by Richard C. Newick, "The Rudder", September 1956, p.7

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TRIMARAN NINJA 8

• +33 6 88 09 46 68
• www.multicoquesconsulting.com
• Visible à LE HAVRE, France

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• La fiche technique
• Essai : Ninja 8
• Financez votre Ninja 8
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Description

« One of the best tris I’ve ever sailed » : ce sont les mots de son constructeur, Darren Newton, connu pour ses constructions minutieuses de multicoques de course (nombreux multicoques inscrits à l’OSTAR). Le Ninja 8 est un trimaran « one off » haut de gamme réalisé par le chantier DAZCAT de Millbrook en 1997 avec une finition superbe. Ce chantier est spécialisé dans la production de multicoques et de bateaux de course. L’habitabilité exceptionnelle de la coque centrale, sa généreuse largeur au-dessus de la flottaison, correspond parfaitement à son programme : la course-croisière côtière avec tout le confort pour deux ou trois personnes, mais il permet le couchage pour 5 personnes. Le bateau est en excellente condition avec un entretien régulier et soigné, ainsi que des mises à niveau constantes. Designer: Jean Louis LIGONNET Architect: Gérard CHENUS Builder: Darren NEWTON Shipyard: DAZCAT Year built: 1997 Flag of registry: France Length o.a.: 8,65 m Water length: 7,95 m Beam o.a.: 6,60 m Drought min. – max.: 0,45 – 1,40 m Air draught: 13 m Displacement: 1 300 kg (weighed in September 2020) Conception Sandwich composite hulls under vacuum: 420 g biaxial glass fibre/polyester & Airex foam, local reinforcements with carbon fabrics in strain areas such as the central crossbeam, daggerboards and rudders. Main hull: Crash box and waterproof volume in the forward cabin, composite frame under the roof (reinforcement of the foot of the mast), monolithic area under the deck in the forward cabin (reinforcement of the central crossbeam) Amas: Crash box and waterproof volume in front of the fasteners of the central crossbeam, watertight bulkhead in front of the daggerboards casings and demountable partition in front of the rudders, monolithic zones under the deck with darning of fibre composite laminates on the shell plating (reinforcement of the crossbeams), daggerboard casings in composite sandwich, laminated on the hull bottom and on the deck, inside carbon reinforcements at the fasteners of the rudders, Lewmar hatches for storage access. Antifouling coppercoat (2017) Self-draining cockpit with open sugar scoop Carbon fibre rotating wing mast with ball and socket joint, one pair of spreaders Carbon fibre boom with rotating arm Curved central crossbeam in carbon composite Straight rear crossbeam in anodised aluminium alloy Asymmetric daggerboards, implemented in the amas, operated from the cockpit Two shaped composite rudder blades, sliding into castings Three helms: amas (hand steering gear with stanchions, back supports and compass) and cockpit (stick) Anchoring: Spade A80 with 5 m mooring chain 10 mm + 35 m leaded rope 12 mm Trampolines (sewing 2020), safety nets (2020) Manual bilge pump Through hull echo sounder and speedo Deck equipment 2 MEISSNER 21ST-32 deck Winches and 1 MEISSNER 23ST-41 winch in the cockpit (cleaned and lubricated in 2020) 8 LEWMAR rope clutches (deck and mast), blocks RONSTAN/HARKEN 2 stainless steel mooring cleats rétractables on the amas and 2 stainless steel cleats at the bow Aluminium bowsprit with NEX 1.5 Furlassist Cockpit compass 2 Helm compasses Silva 85 Magnetic North Draped cable life lines on both sides of the main hull Sails Carbon membrane full-batten gaff main sail with 3 reefs (UK Sails 2008) Kevlar membrane PROFURL furling headsail (UK Sails 2008) Code 0 (44 m2) « Dimension Polyant » (Incidence 2020) Asymmetricalspinnaker (71 m2) « Nylon croisière Coupe Tri-radiale » (Incidence 2020) Symmetrical Nylon spinnaker (79 m2) Lazy bag, jib sleeve (2020 et 2018) Electronics B&G Vulcan XSE7 chartplotter Navionics 46XG mapping 2 B&G Triton 2 cockpit digital display VHF AIS Radio Ocean RO6800 FURUNO GPS Navigator EPIRB Ocean Signal E100 Comfort Bedding for 3/5 persons: front double berth (with deck hatch) 2,05 x 1,55/0,60, 2 king-size saloon berth, 1 rear berth under cockpit 1,95 x 0,70 Headroom (galley, navigation): 1,95 Sunbrella washable cotton upholstery (2018) 2-burner gas stove SMEV (outdoor gas cylinder, indoor shutoff valve), stainless steel kitchen sink (50 L water tank) with electric water pump, coll space under the saloon table Electricity: Solbian 64 W flexible solar panel (2018), Western Marine regulator, 12 V Stormline 115 Ahbattery (2018), 4 Led spotlights, navigation lights at the masthead, 3 USB ports Jabsco manual marine toilets Engine Yamaha 8 HP 2 stroke long shaft outboard (exhaust pipe and all gaskets including cylinder head 2019) Wooden motor bracket, articulated, on travelling rails fixed on the bottom of the cockpit with stainless steel axes lock (the engine slides under the floor of the cockpit for weight centering) Offshore security: EU category C Autobraking road trailer (Ninja is transportable disassembled)

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