Compared to the F-32, the F-32SR will be a very simple ‘no frills’ boat, with a lower profile smaller cabin and a more basic but still relatively roomy interior, coupled with a huge cockpit area.
This will be very similar to the F-32, but with more carbon used in selected areas, for the maximum benefit, while general hull laminate will remain fiberglass to keep overall cost well within reach. An all carbon version will however be optional in the plans, and this will be designated the F-32SRC.
The same third generation F-32 beams and folding system are used to keep cost and development time low, but the F-32SR beams will be fully carbon (lighter), while the folding system has been lightened with minimal sections, titanium pivot pins, and the lower folding struts are more streamlined for less drag.
Folding and Trailering
The F-32SR can fold on the water, and be launched or retrieved fully folded as is normal with all Farrier designs, plus it can also use a marina berth for short periods. There’s absolutely no need to block off the whole ramp when launching, or to spend hours at the ramp with a small army of helpers as can be required with the ‘assembly required’ demountables, or the ‘have to fold on the trailer’ boats. There’s little point to a fast boat if it takes hours to launch, as even a monohull can be faster overall to most destinations from the time of arriving at the ramp .
The only difficult part with the F-32SR was deciding on whether to use the narrow F-32A center hull (2.55m trailer width) or the wider F-32AX center hull (2.95m trailer width). In this regard, both the F-9/F-9AX and F-32/F-32AX have given a unique opportunity for comparison, with identical boats, the only difference being narrow or wide center hulls.
The narrow F-32A center hull should be faster according to theory, but in reality, besides having more room, the F-9AX and F-32AX hulls also appear to be just as fast or faster. This is probably due to the higher displacement of the X versions, which means for a given weight the wider/flatter hull will be floating higher, for less drag, and will also be able to get on the plane earlier, and stay there longer. This planing ability gives less drag, and has proven to be a definite advantage for all F-boats, as has been demonstrated by many race results. The choice was easy for a plan based boat, just offer both options, but a decision has yet to be made for the eventual production version.
The F-32SR’s minimum 2.55m (8′ 4 1/2″) trailering width is legal in most countries, and the only way to reduce further was by reducing float size, which was decided against as the F-32SR’s primary purpose is performance. However, in the few areas that require a 2.5m trailering beam, it is usually not too difficult to obtain a permit that will allow 2.55m trailering when required.
Performance with either version will be guaranteed by the taller rig, maxi floats, deep high aspect foils, low windage, and the lightweight construction. Curved lifting foils will also be optional in the floats.
Such curved lifting foils were originally used on the prototype F-27 back in 1985, but they proved to be very difficult to make, and far too expensive for a production boat. However, CNC machining, along with newer production techniques recently developed at Farrier Marine, have now made such foils more viable, and although still expensive, this can be justified for a true racer.
It will also be possible to vary the angle of attack with the F-32SR foils, which was not possible with the F-27 setup, and this proved to be a limitation in getting them to perform well.
The foil section is also significantly improved from that used on the F-27, this having been developed for the F-32SR by Tom Speer, a Boeing airfoil engineer, who also developed the wing mast section for the America’s Cup trimaran BMW ORACLE
Curved foils are much harder to make, but their main advantage is more vertical lift (plus a wider effective beam to the center of lift). Other advantages include not protruding up in the air (less windage) when retracted, nor over the dock when berthed, plus they can stay in place for trailering. Simple in and out lines will raise and lower.
They are also more effective than angled straight foils in light winds, as they will generate more lift to weather while going to windward, due to the root of the curved foil being more vertical, while deeper and without any surface effect. However, note that the standard foils were never designed to fly the complete boat, as has been proved possible recently with the Americas Cup Boats. The F-32SR foils are to increase leeward lift when needed, and help stabilize the boat, but they should be retracted gradually as wind increases, as per instructions, to avoid overloading. The foils have actually proved effective enough in practice to lift the entire boat, but making them strong enough to do this reliably in all conditions is very difficult. It could be done, but the cost for such capable foils would have to be considerably higher.
Float mounted rudders (using two F-22R rudders) will also be optional. However, they add complexity, and the single central rudder will be sufficient for 90% of the time, while providing better overall control in most conditions. However, float rudders can help to maintain excellent steering when sailing on the limit.
A water ballast tank is standard in the main hull stern, and optional in the float sterns, to ensure full sail can be kept up for as long as possible and the boat remains under good control while running downwind in big seas and strong winds. Float stern tanks will be filled and emptied via tubes inside the aft beams.
The F-32SR’s specialty however will be the ability to go to windward exceptionally well, this being the typical weak area of most extreme racers, and one that has frequently allowed Farrier cruising designs to embarrass such racers. There is nothing like efficient design, frequent racing between identical boats, and a truly rigid structure to optimize windward ability, and the F-32SR should be just as fast or faster than the competition downwind, while being significantly faster upwind.
Deck layout will be very simple for low cost, and the large cockpit can easily seat up to 10 (5 each side) if needed, while the F-32SR can easily be sailed by two, or even single handed if wished.
Even though a racer, the F-32SR still has reasonable interior room relative to other racers, so there’s no need to suffer nights onboard in cramped discomfort, or to end up having to use a motel ashore. This, coupled with the easy folding, will mean a high resale value, which keeps the all important ‘real cost of ownership’ low.
However, being a racing boat, the interior can range from nothing but a few pipe berths and a Porta Potti, to simple seats each side of main cabin, with a small table in between, plus a separate marine head up front.
There can be up to 5 berths, with a large single in the bow, two side berths each side of the cabin, plus a berth running aft under the cockpit. The bow bunk can also be extended aft to make a large double. Another option will be an aft cabin, which will not slow the boat down, but will provide another double or large single berth option in the stern, while also creating a huge central and safe cockpit area.
This central cockpit can then be fully enclosed with a foldaway ‘booster’ cabin, same as first used on the original Farrier TRAMP design in 1980, and also now the F-22.
The booster cabin is formed over a simple fold down Bimini top, clipping on around the cockpit coaming, and this creates a roomy, weather proof central cabin, and easily able to seat eight with full sitting headroom. Such an all enclosing cabin works very well on a trimaran, as, unlike monos, there is still a wide expanse of deck/walkway either side, so one does not feel unsafe when moving around outside.
F-32SR with aft cabin option, and with ‘Booster Cabin’ in place for more spacious overnight stays
Windows and doorway can be fully screened and left open for ventilation. The Bimini top can also be used alone to shade the large central cockpit while sailing. So although a super performance racer, the F-32SR can also be used as an occasional cruiser (providing reefing is done early, or a smaller cruising mainsail is used) which will give excellent versatility.
L.O.A…………………………….32′ 11″ (10.03m)
B.O.A (F-32SR) ……………..23′ 3″ (7.07m)
B.O.A (F-32SRX) …………..23′ 10″ (7.27m)
L.W.L…………………………….31′ 10″ (9.69m)
Folded beam……………………8′ 4 1/2″ – 9′ 8″ (2.55 – 2.95m)
Approx. bare weight ……….2500 – 2700lbs (1140 – 1230kg)
Sail area (Main & Jib)………806sq.ft (74.85sq.m.)
Mast Length …………………..50′ (15.24m)
Draft (board up)………………1′ 4″ (0.40m)
Draft (board down)………….7′ 1″ (2.16m)
Specifications may be subject to change
It should be noted that the F-32SR is intended to be a dedicated racer, with a very powerful sail plan, and is for experienced sailors only. It is definitely NOT a suitable choice for a full time cruiser, and the right choice for this is the F-32 or F-32R.In this regard, there may be some restrictions on availability of plans, which will only be supplied to approved buyers with the necessary experience or an established track record.
Note also that such F-32SR float hulls are NOT suitable for use on the F-32 or F-32R as they will not properly match the F-32 main hull and rig. The F-32 main hull is not shaped for the F-32SR floats to fit when folded, so boat will not fold fully, plus the F-32SR floats have too much buoyancy forward for the F-32 or F-32R sail plan. The boat would drag its stern too much and would be SLOWER.