Spin it on its head
by John Curnow, Global Editor, SailWorldCruising.com 19 Feb 13:00 PST
Swing keel on the Wauquiez 55 drops to 4.2m and has a release valve for accidental grounding © Mark Lombard Yacht Design Group
A swing keel that performs better than the fixed keel? C'mon. Well, when you go to the super-accomplished Marc Lombard Yacht Design Group, like, what do you expect? The tale about the coming to be of the Wauquiez (Voh-key-ay) 55 is as bold and as forthright as her appearance, and performance.
Who better then than Eric Levet, Co-Manager of MLYDG, to firstly describe the mandate, and then the outcome they achieved. Before we start, I have to say that not only was the passion for what they do super-evident during our conversation, but also a strong sense of reality, and an overarching adherence to a mastery of the aesthetic.
In fact, Levet commented to me afterwards, "We really appreciate how you understand the work we do to obtain a coherent and optimal design. Aesthetic research work is big part of the design process, and obviously with the Wauquiez 55, we have spent a lot of hours refining the proportions of all the lines to get them 'right'; to make the general aesthetic look attractive, which was not so easy on such a new concept. The general feeling we have when looking at a sailing yacht at anchor, or heeled under sails is of prime importance, even if it is a subjective feeling for all of us. We have this in mind always during every step of the design process."
As for that performance thing, well it is there for sure. Now the Wauquiez 55 might look like the latest round of IMOCA 60s with extra glass, but sans foils, however at three times the mass of a TP52 you are not really talking about blasting around the place at 25 knots under the A2. Yes, you may see 20 downhill in the surf, but it is more about sustained averages in the 8-14 knot bracket, which as a passage maker is very high, and puts 190 to 330nm runs in 24 hours into the mix. Nice. Very nice.
The swing keel version with the carbon fibre Performance rig is under 20 tonnes dryship, and offers 1.6m draft retracted (so that's up close to the beach), then a significant 4.2m when down, and with four metric tonnes for the fin that's not only big righting moment, but massive lift, too! We'll come back to all of this later, but for now it serves to stress just how crucial it is to remember that this is a paradigm vessel - changer d'avis...
For a good few years now, we have talked about racing crossover with cruising and vice versa. Lazy Jacks and furlers on race boats. Prodders, T-bulbs, dual rudders, and twin back stays on cruisers. In the Wauquiez 55, we see possibly the latest development. Sailors used to be inside, then went out, and now they're back in again, and helm from an almost midships position, not out aft over the rudders, and this is so evident on the latest IMOCAs, like Charlie Dalin's vertical tiller.
Now you might say impudence, perhaps gall and brazen get an outing too, but the Wauquiez 55 is like an Amel with added dock appeal. Well, it's OK, because the boat's bold, and in the end, the very reasons for the centre cockpit and all it contains are at the core of the mandate that was on less than an A4 sheet of paper. Furthermore, the CEO of Wauquiez (amongst others in the group), Cyril Ballu, had an Amel and loved the added amenity, practicality, and safety of the centre cockpit configuration. MLYDG merely took that and ran. Far and wide, as it turns out... Practical became very elegant.
Taking stock, and you immediately notice the curved deck. That gave volume, especially in the main saloon, galley, and out aft in the expansive owner's 'apartment' that you can have as a result of the central cockpit configuration. Importantly, that curve is actually part of the hull mould, and the sheer line is where the darker colour stops. None the less, the deck then gets bonded to the hull, and the long stanchions are bolted through the lot. Nice.
The cutter rig is part of the pace discussion, and a Genoa staysail is always brilliant to sail under and oh-so-balanced. You could go as far to say that it is a bit of a MLYDG hallmark.
What takes a bit of closer inspection, and please do watch our video from BOOT Düsseldorf to see it all for yourself, are the following. The knuckle is out of the water, as too is the transom, which reduces static waterline. Now in the case of the knuckle, there is a super fine entry above it for carving your way to windward, but underneath it is almost like a scow bow, which is going to stop you going down the mine. It is quite masterful. Sublime, yes. But when you're out cantering along, you're going to love it. In conjunction with the somewhat shallow rocker it will want to giddy up, but also will not slam like a full race boat.
Next, the chamfer. Can't miss that. What you might have to take more time with is just how well it has been blended into the curved deck. Not mastery. Borderline alchemy. Be assured, Levet is ultra-proud of this particular point. Rightly so. With a lot going on, and just 55 feet to get it all to fall into place, it's a wink, a nod, and a round of applause.
Take in too the low Pilot House roof, which in turns brings the boom down, and with it the Centre of Effort. Aesthetically it is sleek, but there is so much more to it, and again, this evident right throughout, whether it is the placement of the step in the galley that you can use when heeling, or the use of the space abutting the engineering room on the companionway to the owner's apartment as sort of a Butler's pantry. Clever. You can also see the mainsail from here. Just look up.
Now the chine out aft does a job, but it is more about volume internally than anything else. Maximum beam at waterline is what takes care of form stability, and this is at the point where the pilothouse aft pillar joins the deck. Over 90% of said beam then goes to the transom. Carrying 100% to there does make for more power, but would tend to mean the nose would screw up, and alas this is about passage making, not having the helmer on his or her best game for 24 hours straight.
We carried the first piece on the Wauquiez 55 12 months to the day from our conversation with Levet, who immediately added, "It was roughly two years and a very focused project for us. The team at Wauquiez is strong but tight, and has done a fantastic job everywhere from composites, to woodwork, joinery and cabinet making. We were intensely involved in its complete development. It was terrific to have a quick sail in December after the first one was launched, before it went off to Germany for the show. Soon we'll be back on board for some more in-depth analysis."
The central cockpit offers tremendous visibility (single pane windscreen a big part of this), as well as comfort in overtly hot and cold weather. There is ventilation at deckhead level via hatches, head via sliding slots, deck level via hatches, and also opening side windows. All the controls are centrally located, so it is very much push button/touch toggle sailing. Below it is an engineering space that houses everything, including optional twin sail drives, which will give you up to 10 knots under steam. The twins also deliver outstanding manoeuvrability as they are right up next to the keel. The retractable bow thruster is handy, but possibly close to obsolete in this sense.
Thing is, the pair of 75s are less thirsty than any of the bigger singles (110, 125, and 150hp), more efficient under VPP theory (try 0.54l/nm @7knots), and you have two high-capacity alternators powering up the battery bank, as opposed to just the one, to say nothing of an added degree of safety. More expensive for sure, and a tad heavier, but there are distinct positives going into the ledger, as well. If you are going places you might call it a no-brainer. P.S. At seven knots the pair also spin slower, i.e. quieter! The yard will also look at hydroregeneration if you are so inclined. Your boat after all...
Access is either down through the cockpit sole, or in through the massive door in the bunk room.
Appearances can be deceiving, and many might think that the Wauquiez has added beam, but it is just 200mm wider than its competition. It is also easily three metric tonnes lighter, which is about the same as many a production 30-foot cruiser racer, so ponder that you do not have that sitting on deck lowering the waterline of your craft, and you might see that MLYDG are serious about sustained average speeds.
A lot of said mass reduction is in the design of the structures, and the fact that the vessel is resin-infused composite sandwich. "Also, when you save weight, you can make a little bit more beam to limit the angle of heel," said Levet, which goes a long way to explaining how they think at MLYDG. You can always have anything you want on any vessel, but you are going to have to take it from somewhere else... Nothing gets designed in a vacuum. Nothing.
Also important to point out that MLYDG did naval architecture, engineering, ergonomics and layout, as well as design ethos, all in-house, which shows in the consistency of approach. Levet was very proud of this point, which I took in as he showed me a video of the water rushing past the huge through hull glass in the owner's apartment. It was peaceful just watching it, let alone being there to experience it first-hand. Goodnight from me...
Now because you have stepped down into the cockpit, it is only four steps further into the salon, where all that light gets used gloriously, and head height is significant throughout. As part of this, and again showing their overall thinking, Centre of Gravity was also part of the consideration set.
Talking about mass, the fixed keel is 1.5 tonnes heavier as it only draws 2.5m. There are alloy or carbon sticks on offer, in-mast or boom furling, overlapping Genoa, and a self-tacking jib if that's your thing, but it all depends on where you want to land in the budget/performance equation. If 14 knots at 150 degrees TWA is you, then you know what you have to do... Tick those boxes.
Stylistically, you could argue that it is hard to sell such a modern looking boat. I put it to you that is actually a paradigm boat, and in the space of a couple of years we will see many craft departing from the norm for white boats and look to see what else is on offer. Simply put, I think we have stretched the wide beam, max volume thing to the edge of the envelope, and that things developed for craft like the IMOCAs, Ultim Trimarans, and even AC75 will get a look in and hitherto untouchable spaces.
As they only produce less than 10 a year, I think the early adopters will be out in the oceans having a wow of a time, whilst others play catch up.
Internally, and I do not know how many will opt for the expanded lazarette version. Maybe as a laundrette it works? You know the problem, make space and they will fill it. I do feel the bunk room works, as too having a third or day head right at the base of the companionway stairs, and as these styles of vessel are usually couple-focussed, the two big lounge chairs opposing the dining table just made sense to me.
The aft access to the owner's apartment is en vogue, and have to also say sleeping feet first for the owners is a good thing, even though being aft means you won't be thrown about as much. The space provided here would have to be on par with what a 65 to 70-footer with a traditional layout provides. The rear glass over the deck is also a great feature. Retractable davits handle the launch and retrieval of the tender that mounts here when under way. P.S. The deck level here because of the curve means that you are not so high above the water, and furthermore, the aft access means sleep to morning swim is taken care of in less than 10 paces.
A galley at the base of the stairs always has me on board. VIPs are certainly looked after, and this configuration usually means they get what was dedicated to the owner. I also thought the glass shower was a great idea to expand the sense of room. Being for'ard also provides for the ultimate in separation, which can be worth more than the price of the entire boat sometimes!
Back outside and there is a whisker pole for running in the Trade Winds with the Genoa, and at 300m2 the A-bag is certainly sizable. Levet also reflected on the position of the vang, which in turn meant the boom furler was a snap, and took just 30 seconds to hoist and fill. Like wow!
The deck is moulded in and coloured in the gelcoat, which saves about 500kg, as well as a few trees. Hot climates may want to get the colour as soft as you can to avoid glare and at the same time not be too hot on the feet, but I can see the value in this thinking.
Can one thing encapsulate the thinking for a whole boat? Well it probably is that optional hydraulically actuated swing keel. Better performance and access to more ports and beaches, and it has a pressure valve inside the system that releases the jack, in the case of accidental grounding, and you don't destroy the whole set of structure inside.
"We feel that it's a very, very good system for all cruising yachts," said Levet. Yet for me it highlights the thinking. All boats are compromises, but it does not mean you are bound to take short cuts thereafter. MLYDG have not only looked after their esteemed pedigree with the Wauquiez 55, they have advanced it. A bit like the bold design has advanced the cause for cruising monohulls.
In closing, Levet said, "I think all the monohull designs already suffer to the hand of the multihulls, and that's why all the multihulls get so much success; because of stability at anchor, because of the volume. What we tried to do with this project is to make something new with a monohull concept and to make them attractive again."
A monohull that actually isn't so heavy that it can't do what a monohull is meant to do. There's a plan. Did all of that change your mind? Mine has only just now stopped spinning, and subsequently left me with a sense of awe.
If you want to see what is happening in the other Hemisphere, go to the top of the SailWorldCruising home page and the drag down menu on the right, select the other half of the globe and, voila, it's all there for you.
Finally, stay safe, and let's see where it all goes now.
John Curnow
Global Editor, SailWorldCruising.com