LOA9,99 m
LWL9,99 m
B Max3,40 m
Displacement1900 kg
Ballast930 kg
Engine9.9 Hp in/out
Sail plan
P13,40 m
IG12,93 m
I sp14,98 m
E4,45 m
J3,88 m
J code 05,94 m
Main sail43 mq
Jib28 mq
A0133 mq
Code 082 mq

Constructions and Materials : Epoxy infusion, Sandwich, Glass/Carbon
Project Felci Yacht Design

The MATARAN MK3 project, made by Felci Yachts Design, is the first ICE33 produced and represents our very latest generation of racing boats.
We were asked to design a simple handling , no compromise boat , 10 metre-long mono hull, conceived to be super-fast in real time, whilst simultaneously offering the chance to achieve excellent results in handicap races such as the IRC, ORC Sport Boat Category and the brand new HPR.

The whole project is aimed at extremely high performances as being the key to enjoy sailing, getting results in regattas, and above all,  giving this new racer boat a long life span.
Absolute performances, have been gained by eliminating all “slow down” component, which are sometimes “required” by the regulations.
Having a real time fast it is key, to avoid the risk of having a boat, that can becomes obsolete, at the first’s technical modification at handicap level, and give to the project a long competitive life.

A concept this that had always been at the base of  any Felci Yacht’s project.

The hydrodynamic concepts behind this new 33ft hull, very innovative, set aside for a period of time, have reacquired popularity, being improved by recent CFD studies, done using the most sophisticated software available, and embraced by other famous naval architects design studios.

In Felci Yachts, these latest CFD studies have caused us, to reassess the potentiality of these hulls that we could define  as “high stability form rounded hulls”.  Thanks to this project  they have evolved even further.

Essentially these new analyses have allowed us to estimate precisely whether the increase in wave resistance generated by the curved topsides, that is submerged at a certain heel angle, is nullified by the extra power that becomes available.
However, this specific study remains restricted within a limited cloud of boats characterized by a low relative displacement and by a high relative sail area.
The basic concept is that of modelling a hull that at low heel angles and submerged, is the slimmest as possible and a has a low wetted area.
Then the geometry change at the high angles, where the chalice shape, offers new supports and offer a solid increase in the global righting moment.

This hull gives the double objective of having very little friction resistance and slight wave resistance at the lower angle and thus ensures excellent performance when sailing downwind in a light wind, together with an increase in heeling, an increase in the righting moment, therefore in the power available, that gives high performances when sailing upwind, too.
Obviously, in order to underline these characteristics the ICE33, must be sailed as flat as possible, taking full advantage of the beamy hull and crew weight, until it becomes necessary to  further power supplied by the torpedo and hull shape when the wind increases.

Notwithstanding the weight of the torpedo comprises 55% of the final weight, in theory it could be further reduced in order to optimize the 33 in conditions of particularly light wind.

The images show how, whilst maintaining unchanged the principle parameters of the canoe body (volume, CP, RM20 etc) the answers in terms of resistance of the two typologies of hulls developed around different midsections have been analysed: the first, decidedly “roundy”, the second characterized by a boxy-type mid-section .

The first one was further analysed to the point where it became a “roundy” canoe body “cutted” and equipped with chine extended along almost the whole length in order to emphasize the effect coming from the increased RM at high angles.

As previously set out, many of the available parameters were left unvaried so the final evaluation was carried out by correlating the increase in RM and the increase in resistance. Crossing these results with a parametric analysis of the prevailing meteorological conditions in the Mediterranean area we arrived at the answer represented by the hull of the ICE33.

From the structural and constructive point of view the choices were made with the objective of creating a composite as light as possible but at the same time one that would meet the minimum laminates imposed by ISO regulations. There has been detailed work in studying the interconnections between the structures, the forestay and shroud fitting attachments, the fin recess and its reinforcement structure.

An interesting element is the fin structure which, together with great efficiency and rigidity, offers an ergonomically important element, that is the chaise longue which, in the case of long regattas with a reduced crew, allows for a very comfortable stand-by phase.

The outboard motor concealed lifting system has also undergone detailed engineering so as to render this operation simple and efficacious, enabling the motor to be completely hidden and the hole necessary for passing the engine strut drive closed with a sliding hatch, perfectly flush with the hull.

A high modulus Hall carbon mast with PBO Smart rigging, the very latest generation of deck equipment and numerous small but high quality details such as, for example, carbon pulpits and stanchions, complete the efficacy and the “look” of this thorough-bred racer that will launch with an over-all weight of 1900 kilos, of which 1000 are dedicated to the keel and torpedo.
The sail area upwind, in the racing version with square top mainsail, is around 72 m2, whilst downwind it is around 210 m2, thanks to a mast head gennaker at the and a more than 2 metre long, retractable bowsprit.
The Open version will make use of  a furling Code Zero or similar.
The first boat will be launched towards the middle of June and will take part in some races in the Adriatic, among them the Bernetti and Barcolana, followed by the Trofeo Gorla and the Centomiglia on Lake Garda.

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