OCD 84 IRC Racer Cruiser Yacht

OCD 84 IRC Racer Cruiser

OCD 84 IRC Racer Cruiser

This design was commissioned early in 2009 and a number of variants were created and candidate hulls developed through our in-house race programs. The version described is a fixed keel racer-cruiser with teak deck, three cabin layout and a minimalist level of fit out and systems. Both the IRC race and racer-cruiser version have been fully costed by a leading shipyard and construction would be able to commence very quickly with them or at a yard of the owner’s choice.

Designed at the high performance end of the spectrum with an interior optimised to take advantage of a minimum requirement for internal specification to gain advantage from the IRC rule. The deck layout is also racing orientated with twin pit winches at the forward end of the cockpit, primary and secondary winches on the cockpit coamings, mainsheet system on a track and the main winch on a central island. Gennakers and top-down furling spinnakers are deployed from a bowsprit. The J1 to J4 headsails utilise a headfoil while the genoa staysail and spinnaker staysail use their own PBO cables hoisted to a mast lock system and hydraulic controlled tack.

Technical specification includes:
Keel CNC machined bulb and high tensile steel fin with composite fairings.
Rig Southern spars fractional C6 rig with slab reefing racing boom.
Construction Pre-preg carbon-Nomex
Certification Germansker Lloyd, MCA and CE compliant
Systems Main engine: Yanmar 160hp, Generator: Onan 13.5kW
Water ballast 4 x 1500 kg per side: No ballast when IRC optimised for Wally regattas.
Deck systems Harken hardware, hydraulic rams and winches.

The concept and the sailing characteristics of the yacht are based on the comparative study of a number of candidate designs which began before the announcement and eventual launch of Highland Fling. For the purposes of understanding the performance potential of the OCD 84 we have used the primary geometries of Highland Fling and the Wally 80, J-One to calculate and compare sail area and length to displacement ratios. The values for Highland Fling and J-One are based on their 2010 IRC certification and since that time Fling has been refitted to a higher level of specification with an associated increase in displacement.

Exterior
The hull form is a development of our Class 40 and IMOCA 60 work in so far as the aft sections require a twin rudder arrangement. However the hull lines have been substantially modified for the racer-cruiser’s displacement and optimised for Mediterranean regatta average wind speeds of 8-10 kts. This modern hull form with a chine reduces overall beam for a given waterline and so also works well within rating rules. The result is a low drag hull at low speeds with moderately powerful aft sections maximising the effect of crew weight on the rail once powered up. A yacht with a powerful sail plan in light airs but one that can, due to its twin rudders, be driven aggressively and easily in medium to strong breeze, sometimes a feature of regattas in Porto Cervo or offshore races such as the Middle Sea Race.

Within the racer-cruiser remit we have kept freeboard to the minimum possible in order to keep the vcg of the yacht low and minimise the bulb weight. This has driven the moderately high bow and low stern look of the yacht and to arrive at head height aft in the interior we have utilised the main body and side extensions of the coachroof. The aft deck above the lazarette and steering compartment is stepped down, again to minimise the vcg.

For racing the essential parts of the exterior of the yacht are obviously the hull, appendages and rig. The exterior and interior styling, as well as the layout, number of cabins etc. can be tailored by Owen Clarke to suit an owner’s tastes and requirements. Alternatively, as in the case of our Cento design we are open to working with other design studios to satisfy the client’s wishes.

Interior
The yacht is essentially a racing day-boat with three cabins for the four guests and two crew, with options for pipe cots and Pullman berths to accommodate more. Two guest and one crew cabin could be considered as a light weight alternative with the crew accommodation being a lower specification to the guest areas. A third guest cabin could be accommodated aft and starboard of the dayhead with an associated reduction in the size of the crew area.

The main companionway leads forward into the guest area with full galley to port, navigation/work station and day head to starboard. The main saloon consists of dining and lounge areas for eight lit by an overhead skylight. Guest staterooms with the usual amenities are sited forward adjacent to the mast with en-suite heads and shower compartments. The area forward consists predominantly of in-port sail stowage and space for a bow thruster if required.

The area aft of the main companionway comprises a crew mess and sofa berth to starboard, crew accommodation and head to port. On centreline there is a full height machinery space with full access either side via removable panels. The very aft part of the crew area is reserved for demountable storage bins, and pipe cots for additional delivery/offshore race crew. Aft of the watertight bulkhead consists of storage space and a dinghy garage large enough for a 3.4m RIB.

Builder: Southern Ocean Marine
Price (according to specification): Euro 4,650,000 excl. Sails, running rigging and safety equipment

Options:
Magic Trim hydraulic sheeting and backstay system
Lifting propeller and shaft
Lifting and swing keels
Furling boom
No water ballast

  • Builder: Southern Ocean Marine

  • Exterior Designer: Owen Clarke Design

  • Naval Architect: Owen Clarke Design

  • Interior Designer: Owen Clarke Design