rm 1350 yacht review

Review of RM 1350

Basic specs..

The boat is equipped with 7 berths and 600.0 liter fresh water capacity.

The RM 1350 is built with a cutter rig. A cutter rig breaks the yacht’s sail area down into smaller, easier to manage sails. Cutter rigs are often used for offshore sailing.

The RM 1350 is built with a bilge keel. A bilge keel is a double keel, which allows the boat to be beached. Bilge keels are the most popular keel for tidal waters.

The boat can only enter major marinas as the draft is about 1.95 - 2.05 meter (6.40 - 6.70 ft) dependent on the load. See immersion rate below.

Sailing characteristics

This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.

What is Capsize Screening Formula (CSF)?

The capsize screening value for RM 1350 is 2.17, indicating that this boat would not be accepted to participate in ocean races.

What is Theoretical Maximum Hull Speed?

The theoretical maximal speed of a displacement boat of this length is 8.7 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.

The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for RM 1350 is about 386 kg/cm, alternatively 2164 lbs/inch. Meaning: if you load 386 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 2164 lbs cargo on the boat it will sink 1 inch.

Sailing statistics

This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.

What is Motion Comfort Ratio (MCR)?

What is L/B (Length Beam Ratio)?

What is Displacement Length Ratio?

SA/D (Sail Area Displacement ratio) Indicates how fast the boat is in light wind: - Cruising Boats have ratios 10-15 - Cruiser-Racers have ratios 16-20 - Racers have ratios above 20 - High-Performance Racers have ratios above 24 Sail-area/displacement ratio (SA/D ratio): 12.39

Maintenance

When buying anti-fouling bottom paint, it's nice to know how much to buy. The surface of the wet bottom is about 62m 2 (667 ft 2 ). Based on this, your favourite maritime shop can tell you the quantity you need.

If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.

This section is reserved boat owner's modifications, improvements, etc. Here you might find (or contribute with) inspiration for your boat.

Do you have changes/improvements you would like to share? Upload a photo and describe what you have done.

We are always looking for new photos. If you can contribute with photos for RM 1350 it would be a great help.

If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.

“Day after”: The ugly Damage on the RM1350 saved last week

The French crew left the yacht for a 3 day land break on Saba, after 6 months of sailing. Unfortunately, because of the adverse weather conditions, the mooring line got caught under the bilge-keel and rudder, chafing through it by the constant wave action.

We received yesterday the “day after” pictures (thanks to Yacht Synergy ). Really a bad show…

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• RM 1350 Sailboat

The RM 1350 Sailboat Specs & Key Performance Indicators

The RM 1350 sailboat, a light-displacement performance cruiser, was designed by French naval architect Marc Lombard and is constructed by RM Yachts, a shipyard located in La Rochelle, France. 

Published Specification for the RM 1350 Sailboat

Keel & Rudder Configuration: Twin Keel *   Hull Material: Epoxy plywood Length Overall: 13.7m (44'11") Waterline Length: 12.8m (42'1") Beam: 4.5m (14'9") Draft: 2m (6'5") Rig Type: Cutter Displacement: 9,200 kilograms (20,282 pounds) Ballast: Not specified Hull Speed: 8.7 knots Designer: Marc Lombard Builder: RM Yachts Year First Built: 2008

*  There are two other keel options: a single fin keel and a lifting keel.

Sail Areas & Rigging Dimensions

Mainsail: 53 m² (569 ft²) Genoa: 59 m² (634 ft²) Solent: 31 m² (333 ft²) Spinnaker: 150 m² (1,616 ft²) I: 16.5m (54'2") J: 5.1m (16'9") P: 15.8m (51'10") E: 5.5m (18'0")

Published Design Ratios for the RM 1350 Sailboat The Key Performance Indicators (KPIs)

Based on the published design ratios, the RM 1350 sailboat exhibits the following theoretical sailing characteristics:

• Sail Area/Displacement Ratio (SA/D): 12.4 -  This ratio indicates that the RM 1350 is somewhat underpowered, suggesting it may not have the high performance of a racing yacht but is suitable for cruising with moderate performance.
• Ballast/Displacement Ratio (B/D): Not specified -  Without this ratio, it's difficult to assess the stiffness and power of the boat. However, the placement of ballast is crucial for stability and performance.
• Displacement/Length Ratio (D/L): 122 -  This places the RM 1350 in the light displacement category, meaning it requires less sail area to reach its hull speed. This characteristic is beneficial for achieving good speed with moderate sail effort.
• Comfort Ratio: 20.3 -  This ratio suggests that the RM 1350 has a motion comfort level associated with a coastal cruiser with moderate stability. It should provide a relatively comfortable ride in typical coastal conditions.
• Capsize Screening Formula (CSF): 2.2 -  A CSF above 2.0 indicates that the RM 1350 is more suited for coastal cruising rather than bluewater passages. The boat's beam and displacement suggest it may be more vulnerable to capsizing in extreme conditions compared to designs with a lower CSF.

These ratios collectively suggest that the RM 1350 is a well-balanced cruiser, suitable for coastal sailing with moderate performance and comfort.

Here's how to calculate the KPIs yourself -  without having to wrestle with the mathematics...

Design Ratios: Notes of Caution...

• The Sail Area/Displacement Ratio (SA/D): This ratio provides an estimate of the sail power relative to the boat's weight, which can indicate potential speed in various wind conditions.  But i t doesn't account for the efficiency of the sail plan, the rigging, or the skill of the crew. Real-world performance can vary significantly based on these factors.
• The Ballast/Displacement Ratio (B/D): This ratio gives an idea of the boat's stability and stiffness, which is crucial for handling and safety.  But  it doesn't consider the distribution of the ballast or the hull shape, both of which can greatly affect stability. A high B/D ratio alone doesn't guarantee a stable boat if the ballast is poorly distributed.
• The Displacement/Length Ratio (D/L): This ratio helps predict the boat's speed potential and its behaviour in different sea conditions.  But  it doesn't account for the hull design or the boat's overall weight distribution. Two boats with the same D/L ratio can perform very differently if their hull shapes are different.
• The Comfort Ratio (CR): This ratio estimates the boat's motion comfort in a seaway, which is important for long passages.  But  it doesn't consider the boat's interior layout, which can also affect comfort. Additionally, personal tolerance to motion varies, so a boat that is comfortable for one person might not be for another.
• The Capsize Screening Formula (CSF): This formula assesses the likelihood of a boat capsizing in heavy seas, which is critical for offshore safety.  But  it doesn't take into account the boat's handling characteristics or the skill of the crew. A boat with a low CSF can still capsize if poorly handled in severe conditions.

General Limitations

• Static Nature: These ratios are static measurements and don't account for dynamic factors like wave action, wind gusts, or crew actions.
• Simplification: They simplify complex interactions into single numbers, which can be misleading. Real-world performance is influenced by a multitude of factors that these ratios can't fully capture.
• Context: The context in which the boat is used (e.g., coastal cruising vs. offshore racing) can greatly affect how these ratios should be interpreted.

In summary, while these ratios provide valuable insights into the theoretical performance characteristics of a sailboat, they should be used as part of a broader assessment that includes practical experience, sea trials, and expert advice.

This article was written with the assistance of Gemini, a large language model developed by Google. Gemini was used to gather information, summarize research findings, and provide suggestions for the content and structure of the article.

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• Grand soleil

• Descriptive

RM 1350 Year 2010

The RM 1350 developped by Fora Marine in epoxy plywood and designed by Marc Lombard is an unrivalled cruiser: everything has been built to run the milles and cross the oceans. Being able to stand on her two keels, the boat keeps remarkable performance while sailing thanks to her advantageous ballast weight/total weight rate and her planning hard-chine hull. Large cockpit, clear deck layout, and especially a formidable deck saloon with a 360° view. transmitting leasing possible. NEW PRICE !

Owner's words

After having had several smaller sailboats before, this RM should have meant the faraway escape and we did not hesitate with any other boat. Cruising mainly in Brittany, the twin keel version has shown its high efficacity. on the side of sailing, she is a real pleasure, and we stopped counting all the boats we cut off! we decided to sell her because we finally use her close to the shore mainly.

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Interesting Sailboats

Wednesday, march 4, 2020, rm yachts, bankruptcy and a shameful recovery.

12 comments:

They are here " https://www.bateaux.com/article/33179/reprise-de-fora-marine-la-difficile-question-des-acomptes-sur-les-voiliers-en-commande " commenting the case. And they say the customers they first talked to were offered to recover only 22% of the amount first delivered for commissioning the boat whilst Stéphan Constance, a Grand Large representative, stated afterwards that 50% of the deposit could be recovered. To get back the 22% or 50% (whatever the % would finally be) of the money they had already paid they are due to purchase "again" the boat to a much more expensive price so they would be paying at the end 1.5 times the original price of the boat. In case they don´t reorder the boat they won´t get any money back.

This story will have repercussions well above RM (and Bente too that is going through similar ordeal). I have to admit I myself got scared and may reconsider buying a new boat especially from smaller shipyards the likes of Pog, JPK and insteadd have an harder look at the used market. Apparently having a huge wait list is not guarantee of financial soundness. For most of us a boat is the ultimate expense and we attach to it a lot of our future be it retirement or a new family life and having this on the line and at risk for many months or years while we wait on the list and during the construction it is may be not the safer financial move. Buying a new boat is notoriously "unwise" financially speaking as opposed to buying used which is also bad per se (did I mention money pit?). However we all choose not to look and succumb to emotions as a boat is the ultimate emotional purchase (hey we got one life let's live it at the fullest!). Years ago I was invited by my bank to discuss my retirement investments and they were very surprised I had a robust and safe plan but then I ended the meeting with "having said all of that I just made the worst retirement financial move I could do, i.e. I got a boat !" we all grinned...hahaha

Yes, buying a boat is a tricky business but if you have read my review about the RM 11.80 you could understand that I was not enthusiastic at all with that crazy idea to have half the hull in fiberglass and half in plywood and personally I would never buy such a boat but if I anticipated some future problems regarding that I would never thought the company would become bankrupt so quickly due to that particular feature. Regarding risks I would say that an understanding of the shipyard situation is paramount and the case of a small shipyard that is growing too fast having problems or one that proposes boats to a very low price for the quality, are not unheard and those shipyards should be looked with some care. But there are other small shipyards that have been making boats for many years, always with a comfortable number of orders and a stable situation were I think the risks are very small. Anyway the contract should be made in a way that the payments correspond to what is actually made on the boat (if possible a bit less) and if possible having a safeguard that will make the boat property of the client if the shipyard goes bankrupt.

i agree that it didnt make sense with composite sides. What puzzles me, that the company didnt revert back to original design 100% plywood. I dont think the customers would mind the change. How embarassing it is .

What puzzle me is people ordering rather pricey objects from very small companies (less than 40 people) without checking the financial side. It seems that 2017 legal accounts were not published on legal time. Which should ring a serious bell. And when they were later published, they showed huge negative equity.

Paulo, thank you very much for sharing this important piece of information. Needless to say that the attitude of Grand Large is unacceptable. am sure they will pay a price for this in the future due to destroyed customer confidence. Interestingly the slogan that RM chose to promote the 1180 is 'Né pour séduire...' (born to seduce). It seems to me that there is a deeper and certainly unindented truth to this statement. With its sleek lines and tasteful interior the 1180 indeed is a seductive boat. However, as it turns out, it a deceiving kind of beauty. At least for those customers who did a downpayment in good faith and now see RM walk away form their contract. I sincerely hope they will get an acceptable deal and don't have to go through litigation to protect their interests. Greetings from São Paulo ...

Just to let you know that this post was edited to provide more information or a more correct one.

I run a rather successful software company and my goal is to live on and run the business from a performance catamaran in a few years. My shortlist is Outremer 55 or Balance 526. If I go smaller, then the Outremer 45 (hopefully updated soon) or Balance 442. Currently am still in London working hard so was looking at buying a monohull for in between now and the ultimate dream. JPK 38FC and RM 1180 being the shortlist here. This RM take-over story shocks me. It is not how I do business and I don't condone it in people I do business with. It is crazy to me that customer deposits are considered "capital" of the same lien as real corporate debt, the holders of which have a reasonable expectation of financial ruin in bad scenarios. In fact, while the French law aims to "protect" workers, it is actually giving away profitable assets from one group of capitalists to another. It's a very weird dynamic that is being created here. This story breaks the spell Outremer / Grand Large Yachting had on me, with all their fancy marketing sponsoring La Vagabonde and the Youtube channels detailing their Outremer purchases like Outremer 51 Archer and the Dutch couple buying Outremer 55 hull 4. Maybe dealing with a USA culture company like Balance will be better. They may be more open to legally sound contracts with escrow and legal protections. It's not a fun idea to think that when I am finally ready to buy a 1-2 million EUR dream yacht, I need to worry about basic consumer protections not being in place.

You cannot go wrong with the new JPK39C...except in what regards the waiting list, that I bet already exists. Boat building as a business is a very risky one with small margins and if something goes wrong things like this can happen. The only sure way is to have a local bank covering the deal. That's the only way you will receive your money back if there is a problem and also a good way for you to know how risky it is the deal: if there is little risk they will charge you 3 to 4%, if it is risky or they will not cover it or they will ask you a lot more.

5 YEARS SINCE THE BANKRUPTCY OF RM YACHTS- FORA MARINE In the midst of so many terrible world events, it may seem trivial to recall a case involving just a few people. The perspective of customers who lost significant sums of money as a result of this bankruptcy is, of course, different. Knowing about this experience could be useful for other potential customers and could lead to some reflection on the part of the French yachting industry. As a reminder: in December 2019, a few days after the closure of the Paris Boat Show, FORA MARINE maker of RM Yachts declared bankruptcy, despite one of its boats (RM1180) had been named Boat of the Year 2020. A few months later, the shipyard was taken over by Chantier Grand Large for 150,000 euros. This is a recurring situation in this industry in France and other European countries, and several cases have occurred since then. Customers with outstanding orders were offered a new contract at a considerable extra cost. If these conditions were not accepted, deposits were lost. Nautical magazines wrote: ‘the shipyard continues its activity, customers will have to resign themselves to losing their advance payments’. Easy to say with other people's money. Especially when we're talking about thousands of euros in hard-earned savings. Let's face it: buying a new boat is risky investment and you can lose everything. This is systematically mentioned by the banks when you sign an investment contract, but not at all when you sign a contract to build a boat. Asking about the financial health of the company could provide information: this is frankly difficult, if there is any unfavourable data it is carefully hidden for as long as possible, even professionals in the sector get trapped (as was the case between our group of 25 clients). After many legal discussions, we still don't know exactly when this company stopped paying. You can also ask for a deposit to be returned, a safeguard. The answer (case of signatory JB): what are you talking about? Then there's the liquidators, court-appointed agents, the courts... There's no help or support in a very expensive and complicated process, except for the lawyers you have to hire at your own expense. In the end, the consumer is completely abandoned in favour of the survival of the company. In our case, the consumers’ interests were not protected. The experts' reports, wich concluded that customer deposits had been misused to cover the company's debts and not to build the boats were never taken into account. Court cases are very long and expensive. In the end, you end up paying several thousand euros for no-fault of your own other than asking for your own money back, on top of the initial amount lost, lawyers' fees, and so on. In this case, for example, a very detailed inventory of the company's assets was carried out at the request of its last director. Everything was carefully collected except... the hulls of the boats that had already been built (like ours), the value of which far exceeded the amount paid by the buyer. Strange! If the situation is complicated for a Frenchman, imagine it for a foreigner. This was our case with clients from several European countries, with a loss of more thar 900,000 euros. In conclusion, in our experience buying a boat from a French yard has resulted in the loss of all our money, and attempts to recover it through legal channels have very little chance of success. Buying a boat in France under these conditions is a very risky venture. Codes of good practice (such as those used by banks) and well-drafted contracts outlining the risks involved should be considered, particularly for foreign clients.

Unfortunately it is not only with french shipyards and my prevision is that things are going to be worse due to the effects that an increasing retirement age is having in new boat sales. However something that can be done and that's having a bank serving as insurance regarding the money paid to build a boat. This can be made through the shipyard, or at least most shipyards, that will find you a bank that is available to assume the risk. Of course this costs extra money. About 5 years ago I asked Salona, in the interest of someone else, if they could take car (with a bank) of that, the answer was yes, and at the time it would cost about 5% of the boat cost. I would very much recommend this while buying a new boat . Boatbuilding is a very risky business, the profits are small and can easily be transformed in losses.

Thank you for your publishing and comment Paulo. In fact I had asked for that, the answer was: what? Maybe due to the financial situation of the company... It was happy time preparing- planning the new boat and I didn't go further in that subject, everything happened so fast...

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• Sailboat Guide

RM 1350 is a 44 ′ 7 ″ / 13.6 m monohull sailboat designed by Marc Lombard and built by RM Yachts starting in 2008.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

Draft for fin keel version: 2.45m/8.04’ Sail area: -Main: 53 m² / 569 ft² -Genoa: 59 m² / 634 ft² -Solent: 31 m² / 333 ft² -Spinnaker: 150 m² / 1,616 ft²

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The Rm 1350 is a 44.95ft cutter designed by Marc Lombard and built in fiberglass by RM Yachts (FRA) since 2008.

The Rm 1350 is a light sailboat which is under powered. It is reasonably stable / stiff and has a low righting capability if capsized. It is best suited as a coastal cruiser. The fuel capacity is average. There is a good water supply range.

See all sailboats built by RM Yachts (FRA)

See all sailboats designed by Marc Lombard

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