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Sunreef 77 Ultima

Luxury catamaran builder Sunreef is working on all fronts: opening a new factory in Ras Al Khaimah, United Arab Emirates; expanding the ECO range - which now accounts for 50% of all orders; and ramping up production of the new Ultima powercats. 

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Published 12/03/2024

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The new range now comprises 5 models, all of which have a narrower beam than the other models of equivalent length, bringing them closer to monohull yacht standards. The forward face of the superstructure is inverted, while the bows, too, are strongly inverted – though obviously in the opposite direction... The new 77 Ultima has been designed to optimize performance, energy efficiency and comfort, with a total surface area that tops 3,270 square feet (304 m²). Its interior layout offers plenty of natural light. The builder offers numerous customization options, including a spectacular full-width owner’s cabin. One of the highlights of this multiyacht is its generous aft deck with jet ski garage and folding bulwark platforms. As for the 77’s flybridge, it can accommodate guests in a vast relaxation area that includes a Jacuzzi. Builder: Sunreef Yachts Architect: Sunreef Yachts Material: Composite Length: 77’1” (23.5 m) Beam: 26’11” (8.2 m) Number of guests: 10

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Sunreef announces new hybrid power catamaran range Ultima

Polish superyacht builder Sunreef Yachts has unveiled a brand new range of hybrid catamarans. Named ULTIMA, the performance-orientated yachts are described as “hi-tech hybrid power catamarans" and will be fully customisable.

The designs are said to “blend comfort, performance and lifestyle” and have been created in response to new demands from the market. ULTIMA offers an owner an opportunity to build their own “lifestyle platform” and is currently available in 45 and 55 versions, and will soon be offered in two larger models. 45 and 55 are understood to correspond to their length in feet, which equates to 13.7 and 16.7 metres respectively.

Key features include smart storage for toys, diving and fishing gear, and a semi-open aft dining area. The aft deck will be completed by folding bulwark platforms.

“To achieve ULTIMA, we combined the best of the multihull and monohull design philosophy. This concept is all about fast cruises, vast living space and energy efficiency,” said Francis Lapp, Sunreef’s founder and president.

“We now have the ultimate hull shape for all those who are looking to enjoy quick getaways in speed, comfort and style,” he added.

The news comes after Sunreef Yachts opened its first office in Dubai .

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Sunreef 88 Ultima, a hybrid catamaran, game changer in adventure motoryachts

June 21 2023

Written by Yachting Art English Edition

Yachting, boating and catamarans - Racy, powerful, elegant: these are the first words that come to mind when discovering the first visuals of the new Sunreef 88 Ultima. Eco-responsible comes a close second, as in addition to a traditional diesel version, this luxury model will be offered with a hybrid engine, a field in which the Polish shipyard is leading the way!

Sunreef Ultima: 3 models in just 18 months!

With its Ultima range, featuring 3 models - Sunreef Ultima 44, Sunreef Ultima 55 and now the flagship Sunreef Ultima 88 - the Polish shipyard Sunreef Yachts, world leader in semi-custom luxury catamarans, has broken new ground in the powercats market, with an original naval architecture combining the best of monohulls with the best of two-hulls!

Unique naval architecture

In other words, a Sunreef Ultima is a relatively narrow catamaran motoryacht: the Ultima 55 has a beam of 5.60m, while the Ultima 88 reaches 9.10m with the aft platforms folded! By way of comparison, a classic 120-foot monohull motoryacht generally has a beam of around 8m.

For Sunreef, this is the only choice of its kind for this type of unit, offering customers the best of monohull dynamics, with the living space of a multihull and its shallow draft. Not to mention easier berthing and much lower energy consumption!

A "game changer" design, between sport and adventure yacht

In terms of design, the Sunreef Ultima 44 and 55 seduced with a racy, sporty style, somewhere between yacht, XXL express cruiser and coupé.

The addition of a flybridge on the Ultima 88 adds a touch of adventure yacht to the design, affirming its presence and positioning. The Italian shipyards are well served by the arrival of a unit clearly targeting the 100 to 120 foot monohulls of the Transalpine region.

In the catamaran motoryacht market, a large part of the clientele consists of owners of large monohulls who want more usable volume for a shorter length, greater stability and greater family intimacy, thanks to a smaller crew. Motor catamarans in general, and the Sunreef Ultima range in particular, are a perfect match for these characteristics, as they are narrower than conventional motor catamarans.

Surprising versatility

The first visuals of the Sunreef Ultima 88 reveal a surprising versatility of use.

The exterior spaces are gigantic, from the aft beach club, worthy of a superyacht, to the XXL cockpit, well protected from the sun's bite by a vast roof cap, the foredeck saloon, which benefits from the width of the forward catamaran architecture, and the immense flybridge. There's no doubt that everyone will be able to get away from it all, or, on the contrary, enjoy a meal together, whether underway or at anchor. 

In terms of accommodation, the Sunreef 88 Ultima can accommodate up to 10 passengers, but the 8-passenger version offers a full-beam owner's suite free from the bathroom, positioned in the forward rostrum. This is unique on the market in terms of surface area, and is generally only found on superyachts of almost 150 feet, particularly due to its width. There's no doubt that this will be the layout option of choice for owners!

The private access to the owner's suite, and the exterior access to the crew quarters from the cockpit, offer total privacy to the owner and his guests.

Hybrid or diesel 

The Sunreef 88 Ultima is available with two main engine types. In addition to traditional diesel units, the Polish shipyard offers a particularly attractive hybrid diesel-electric engine, which should prove popular with customers who appreciate technology, silence and respect for the environment. 

This is a technology perfectly mastered by the shipyard, which for years has been developing its own batteries, using consumers whose energy efficiency is unique on the market (air conditioning, desalination...) and equipping its hybrid and electric vessels with in-house photovoltaic panels, integrated on the hull, roof cap and T-Top, enabling the creation of a volume of electrical energy truly adapted to this type of vessel. Self-generated energy, used both for on-board consumers and for propulsion!

Decryption - Sunreef is well ahead of its time in the field of eco-responsible yachting, and should once again distinguish itself with the Sunreef 88 Ultima, because it goes without saying that launching a luxury motoryacht catamaran today, without offering hybrid engines combined with optimized consumers, is a real non-starter in 2023. With this new Sunreef 88 Ultima, Sunreef is launching a real game changer in the adventure motoryacht market!

SUNREEF 88 Ultima technical data

• Construction: composite
• Length: 88ft / 26.8m
• Beam: 30ft / 9.1m
• Living space : Up to 10
• Naval architecture : Sunreef Yachts
• Design : Sunreef Yachts

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Sunreef reveals Ultima series

• March 22, 2023

The Polish luxury catamaran builder is developing a full line of Ultima open power catamarans.  

Sunreef Yachts has unveiled the Ultima line of high-tech hybrid power catamarans, following the announcement of 45 and 55 open models in recent months (click for article) . Ultima orders are already in double digits, and two bigger models will soon be added.

Standout features include a vast aft deck with folding bulwark balconies, as well as a semi-open dining area. The models allow owners to customise “ the ultimate lifestyle platform”, offering smart storage for water toys, diving and fishing gear.

Francis Lapp, Sunreef’s founder and President, said: “Sunreef Ultima is a powerful response to a new market demand. We now have the ultimate hull shape for those looking to enjoy quick getaways in speed, comfort and style. To achieve this, we combined the best of the multihull and monohull design philosophy. This concept is all about fast cruises, vast living space and energy-efficiency.”

Sunreef builds both sailing and power catamarans, with its new Eco range offering solar-electric versions of existing models. The shipyard, whose dealers in Asia include Hong Seh Marine in Singapore, is currently developing a production facility in the UAE to supplement its two sites in Gdansk.

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Published on August 18th, 2016 | by Assoc Editor

Ultime Trimaran: A New Breed of Sailing

Published on August 18th, 2016 by Assoc Editor -->

By James Boyd, Sailing World The current class of Ultime trimarans is bigger and more complex than ever, but a new breed of sailor knows how to handle them.

Since François Gabart won the Vendée Globe at age 29, he and his sponsor MACIF have graduated to the Ultime class, with a giant multihull launched last year purpose-built for singlehanded long-distance racing and record breaking. Gabart won last fall’s doublehanded Transat Jacques Vabre, and proved this was no fluke by winning the Transat bakerly singlehanded across the Atlantic, from England to New York, in May.

MACIF’s time was eight days, eight hours, 54 minutes and 39 seconds. This was roughly 25 minutes outside the race record set by Gabart’s mentor, two-time Vendée Globe winner Michel Desjoyeaux, in 2004 aboard his ORMA 60 trimaran, Géant, but Desjoyeaux’s win was on a shorter course, finishing in Boston.

As a demonstration of how technology has progressed over the last decade, note the difference in average speeds. Desjoyeaux made his shorter passage at an average of 16.41 knots; Gabart sailed 4,634 miles at an average of 23.11 knots.

What kind of waterborne weapon enables one human to sail over such distance at such a pace? The answer is the Ultime trimaran, designed by the French-based masters of the genre, VPLP. MACIF is 14.5 tons, 98 feet long and 69 feet wide. It draws 14.7 feet, and the rotating wing mast is 114.8 feet tall and can be canted to weather by hydraulics to prevent the leeward bow from burying. MACIF has America’s Cup-style foils in its floats and T-foil rudders, and can sail with all three hulls flying, although Gabart admits he is not overly comfortable sailing this way singlehanded.

Sailing singlehanded is never going to be as slick as it is with a full crew, so the technique is to maximize the solo sailor’s efficiency. Gabart, 33, helms, but more often the autopilot steers. He does navigate, but the Ultime class permits working with a shore-based router. – Read On.

Tags: James Boyd , Macif , Ultim Class

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SUNREEF 44 ULTIMA

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The Sunreef 44 ULTIMA is an advanced eco-speeder, combining velocity, stability, and luxury into one hybrid yacht . With a dynamic and powerful hull concept, she boasts a timeless marine design, tailored for prolonged cruising and luxury living. The electric catamaran ’s fully customizable interiors feature astounding amounts of space and voluminous storage.

The luxury power yacht boasts an ultramodern hybrid propulsion which captures the essence of performance and reliability. Her bimini top can be fitted with Sunreef Yachts’ custom-engineered solar power system for unrivaled energy efficiency. Additionally, the aft of the Sunreef 44 ULTIMA boasts plenty of alfresco dining and lounging space and easy access to water toys and diving gear.

SPECIFICATION

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Construction

13.72 / 45.00 ft

Length overall

5.3m / 17.4 ft

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0.9m / 2.9ft

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Six solo skippers ready to race 100ft foiling multihulls around the world

• January 4, 2024

Is this the most audacious race ever? Six skippers are getting ready to race 100ft foiling maxi trimarans solo around the world – James Boyd looks forward to the Arkea Ultim Challenge Brest

There are very few ‘firsts’ left in the world of sailing, but one such remaining barrier could be smashed when the Arkea Ultim Challenge Brest sets off from north-west France on 7 January 2024.

Since the Sunday Times Golden Globe in 1968/69 – the ‘impossible feat’ – there have been all manner of non-stop laps of the planet, from fully crewed Jules Verne Trophy and solo records, to races such as the single-handed Vendée Globe , and The Race in 2000 for fully crewed maxi-multihulls. This January sees a new pinnacle-of-pinnacles event: the first solo, non-stop, round the world race in Ultim trimarans. Six brave French skippers on their 100ft multihulls are entered.

The advancement in human endeavour and technology in this cutting edge area of sailing has been extraordinary. Thirty years ago we were in Brest for the first tentative Jules Verne Trophy attempts. Back then no one knew if sailing around the world in under 80 days was even possible: three boats set off and only one made it – Bruno Peyron’s maxi-catamaran Commodore Explorer in 79 days 6 hours.

Since then the record has been reduced by titans such as Peter Blake/Robin Knox-Johnston, Olivier de Kersauson, Loïck Peyron, Franck Cammas and, ultimately, Francis Joyon . In a quarter of a century, the record has halved with Joyon’s 105ft IDEC Sport setting the present benchmark of 40d 23h 30m 30s (at 26.85 knots average) five years ago.

You might assume that a solo around the world would be much slower, but Joyon destroyed this notion. In 2004, when the Jules Verne Trophy record was 63 days, he completed a lap in just under 73 days alone on his 90ft trimaran IDEC (also the first successful solo non-stop circumnavigation by a trimaran). The following year the UK ground to a halt for an afternoon, television dominated by live coverage of Ellen MacArthur’s arrival into Falmouth after she’d taken more than a day off Joyon’s time.

Gabart on his previous Macif Ultime. Photo: Rolex/Carlo Borlenghi

Thomas Coville took the time below 50 days in 2016 with 49d 3h, broken the following year by François Gabart ’s 100ft Macif , establishing the present solo non-stop record: 42d 16h 40m 3s (just 4% slower than Joyon’s fully crewed).

While these times are impressive, they are records set in optimum, carefully selected conditions (for the first two weeks at least), whereas the Arkea Ultim Challenge Brest is a race. The solo sailors will have onshore routers, but their departure day is set, and pace likely dictated by their opponents. It’s a very different test of man and machine.

“It is something new,” says Gitana’s Charles Caudrelier . “The first time racing around the world with these big flying boats. It is a bit like the first Vendée Globe – not quite the same because we know where we are going! But it is a bit of an adventure, and I’m happy about that.”

Armel le Cléac’h in solo mode on Maxi Banque Populaire XI. Photo: Benoît Stichelbaut

The contenders

Surprisingly, skippers at all stages of their careers are competing. Amiable sea-dog Thomas Coville will be 55 when the race sets off. There is almost no major event Coville hasn’t done, from the America’s Cup to winning the Volvo Ocean Race.

Having sailed ORMA 60s, Coville moved into the record breaking business on maxi trimarans and is now on his third, Sodebo having backed him continuously. Of the six skippers Coville is the most experienced racing Ultims single-handed and is laudable for his sheer tenacity – he finally set a solo round the world record on his fifth attempt, after 11 years of trying.

At the other end of the scale, it was a surprise to learn that SVR-Lazartigue will not be raced by François Gabart, the single-handed round the world record holder and the blue trimaran’s initial skipper. Instead, taking over for solo races will be 26-year-old Tom Laperche. An engineer and highly talented sailor, Laperche is a graduate of the classic French offshore racing pathway; and has been involved with SVR-Lazartigue since its launch, racing as Gabart’s co-skipper in the last two Transat Jacques Vabre .

Anthony Marchand, 38, has also newly taken on a campaign, replacing Yves le Blevec on Actual Ultim 3 (ex-Macif) in early 2023. Meanwhile an 11th hour entry is Eric Péron on Adagio , the previous Sodebo Ultim. The boat is something of a ‘Frankenstein’ creation – recycling the 2001 maxi-tri Geronimo with appendages from 2010 America’s Cup winner USA17 – but a fast one.

Thomas Coville, on Sodebo Ultime 3. Photo: Vincent Curutchet/Team Sodebo

“I’ve been preparing for this kind of thing for years now,” said Péron. I haven’t done much preparation on the boat, but for everything else, the boxes are ticked. So, in the short time I’ve got left before the start, I hope to become at one with the machine. What motivates me most of all is the fact that it’s an extreme race, and that’s why I want to take up the challenge. Obviously, I’m not leaving totally confident. But I’m not going to give up.”

In the absence of Gabart, the two favourites are likely to be Armel le Cléac’h on Maxi Banque Populaire XI and Charles Caudrelier on Maxi Edmond de Rothschild (Gitana 17) . Theirs are two of the best funded and oldest teams.

Banque Populaire first sponsored Joyon’s ORMA 60 in 1989 and has campaigned seven trimarans since, including building two Ultims. The team’s first Ultim had a disastrous 2018, before a final crash left it utterly destroyed during the Route du Rhum . Undeterred, the French bank set about building a replacement. Now, alongside SVR-Lazartigue, their two-year-old Maxi Banque Populaire XI is one of the newest Ultims.

SVR-Lazartigue and Banque Populaire XI are essentially VPLP designs (Ultim teams have their own in-house designers, engineers, aero- and hydrodynamists, foil and hydraulics experts), while Maxi Edmond de Rothschild is from Guillaume Verdier – Emirates Team New Zealand’s long term naval architect who has applied much of his Cup experience to the offshore trimaran .

Adagio, the previous Sodebo Ultim. Photo: Yvan Zedda

Impressive statistics

An Ultim’s length can be anything from 24-32m (78ft 8in-105ft) with a maximum beam of 23m (75ft), though in practice all six are trimarans built to, or near to the rule’s maximum. Overall mast height is less than 120% of length of the longest hull, so 38.4m (126ft). Additional rules cover minimum air draught below the beams and float volume. Water ballast, autopilots and automatic anti-capsize systems are permitted, but stored energy (produced by the crew) or the creation of inertial energy and computer or electromechanical assistance for adjusting any of the appendages is forbidden.

As with all things yachting, their quantum performance leap has come since going airborne. Today all six use a similar, complex foil configuration: on each hull is a rudder with an elevator where lift can be adjusted via a flap on its trailing edge. Midships in each float is a giant J-foil, which can be raised, lowered and its rake adjusted. Unique to the Ultims (apart from Adagio) is the daggerboard, which is fitted not only with a trim tab on its trailing edge to prevent leeway, but an elevator.

Maxi Edmond de Rothschild (Gitana 17). Photo: Yann Riou/Gitana

The foils and elevators are adjusted hydraulically in combination to alter, for example, fore and aft trim and ride height, depending upon the point of sail and sea state. Generally the aim is for the platform to have zero heel/pitch. Thanks to the rudder elevators the ride is very stable in pitch (unlike IMOCA 60s ), the foils effectively ‘locking’ the boat to the water.

Just as America’s Cup catamarans that raked their windward rudder elevator to produce downforce (like crew on the rail), so Ultims can produce downforce with their daggerboard elevator. According to Gabart this is vital: racing an Ultim solo is about maximising efficiency so, when a gust hits, the rake on the daggerboard elevator is increased, sucking the trimaran’s main hull down. “If you release the hydraulic main sheet, it takes five minutes to pump it in again,” explains Gabart. “With this, when you are sailing at 40 knots you can add two tonnes [of down force] in one second using minimal energy.”

With their latest substantially larger foils, Ultims can fly in less wind. Originally it required 15-20 knots of wind or 26-27 knots boat speed for Macif to fly, this is now down to 12-14 knots of wind and 21-23 boat speed for SVR-Lazartigue – remarkable considering an Ultim’s 15-17 tonne displacement.

It’s similar on Banque Populaire XI, says Armel le Cléac’h. “We fly in 12-13 knots of wind or 22-23 knots of boat speed. In 15-17 knots of wind we fly upwind at 27-30 knots – that is the big step. Compared to older Ultims like IDEC in the last Route du Rhum, it’s an 8-9 knot improvement.”

Actual Ultim 3, formerly Gabart’s Macif. Photo: Thierry Martinez

Such speeds permit Ultims to become ‘masters of the weather’ – to some extent at least – often travelling so fast that their skippers can choose the weather system they can sail in. Optimum conditions for an Ultim are 15-25 knots (more than this and the sea state becomes too choppy for foiling), so they aim at the sweet spot of weather systems (flat water ahead of a warm front), which they then ride, like a surfer on a wave.

Le Cléac’h says their top speed has been 47 knots, “But that is not an objective. We want to have a good average speed: 40-42 knots for one or two hours is very good. 35-37 knots for 24 hours is very good too.”

Riding a rocketship

So how can skippers handle such a monster-sized boat that is foiling single-handed? Autopilot technology has improved to extraordinary levels of accuracy. According to Gabart, once set up, speed sailing in a straight line is not much different between solo and crewed. “Upwind or downwind VMG you are a little bit better if you are steering and others are trimming. At 65-70° TWA it is no different.”

Naturally manoeuvres are slower alone. Gabart says that going from reefed to full main might take two minutes fully crewed, but at least 10 solo. Some technology helps, like Harken’s latest generation Air 900 winches and pedestal grinders with bespoke gearing for single-person operation.

The newest of the Ultims, SVR-Lazartigue is perhaps the most advanced design. Photo: Guillaume Gatefait

While foils and many sail controls are hydraulic (SVR-Lazartigue has 23 rams), the pedestals are able to drive twin hydraulic pumps – though it requires serious manpower: “80% of the grinding is for the hydraulics,” says Gabart. SVR-Lazartigue will race with just five sails, including main and J0-J3, two permanently rigged on furlers.

Sailing at such high speeds has several effects. With apparent wind factored in, on deck there is constantly storm force, or at best gale force, winds. Human beings cannot operate for long in this and so cockpit protection has drastically increased with some Ultims now fully enclosed.

On the latest Sodebo and SVR-Lazartigue these have moved forward. On the former, the ‘bridge’ is forward of the mast, USS Enterprise-style, while on the latter it is just aft of the mast, with jet fighter-style steering cockpits each side, complete with sliding canopies. The end result is that an Ultim’s crew rarely ventures outside, viewing the world via CCTV.

While foiling reduces hydrodynamic drag, all the teams have been focussed on reducing aero-drag. Crossbeams now have trailing edge fairings made from robust vinyl, while on SVR-Lazartigue, moving their ‘cockpit’ forward has enabled them to have an AC-style ‘deck sweeper’ boom where the deck creates an endplate for the foot of the mainsail (improving efficiency).

Tom Laperche steering, jet fighter-style, on SVR-Lazartigue. Photo: Guillaume Gatefait

To finish first…

For the teams, the principal hurdle of the Arkea Ultim Challenge Brest will be finishing. The major worry on such a long race is reliability. To prevent structural failures Ultims have load cells, the output from which is monitored in real time. Otherwise teams have simply been racing and sea trialling as often as possible in all conditions.

This year’s Transat Jacques Vabre’s heavier conditions were ideal, enabling the double-handed teams to really push the boats harder. While all the Ultims finished, some were in better shape than others, Maxi Edmond de Rothschild suffering rudder and foil issues while Sodebo Ultim’s starboard rudder sheared off after a collision with an underwater object.

“The main problem will be to have all of the boats finishing the race in good shape,” says Caudrelier, who says it will take a new approach from his previous crewed around the world races. “Always you push to the maximum, but this time you can’t do that and we will have to find a good balance between performance and safety for the boat. That is quite an interesting exercise and also managing a boat like this alone for 45 days.”

Éric Péron explains: “On these boats, a small incident can immediately put us out of the race, because nothing can be replaced on our own. The boat is so big that there’s not much we can do to fix it with what we’ve got on board.”

Antoine Gautier, head of the design office at Mer Concept (behind SVR-Lazartigue) adds that their enormously complex boat will be simplified: “We are going to have less systems on board to make it simpler and more reliable. There are some things which won’t make much difference on a round the world race.”

Armel le Cléac’h at Banque Populaire’s mission control/protected pod. Photo: Vincent Curutchet/ Hublot Sailing team

Capsize was once a major concern, but for Ultims today is – apparently – almost a non-issue. The multihulls are simply huge, and their rigs are now stepped almost two thirds of the way back from the bow, to prevent pitchpoling. As Gautier explains: “The boats are definitely safer than any multihulls before. There are no more pitchpoling issues and in terms of heel stability, you almost can’t heel because the leeward foil is pushing up so much. That is why they are able to sail so fast, even short-handed – because the boats are very safe and you don’t feel in danger.”

Nonetheless they do still have inclinometers which can automatically dump hydraulics (eg mainsheet) or mechanically release headsail sheets if heel is excessive.

Of greater concern are elements beyond the skipper’s control: collision. AIS and radar target alarms substantially reduce the chance of an Ultim hitting another vessel, but the threat of a ‘UFO’ (unidentified floating object) remains. As Gautier says: “Collision is the biggest fear for all of us. If you hit something at 30-plus knots it is the end of your race. The boat which is going to win will be the one which has all its appendages at the finish. It is Russian roulette and you can’t do anything about it. This is not a fun part of the sport, but it is the same for any race like this.”

To help prevent such collisions Ultims are all fitted with SEA.AI (previously known as OSCAR) a camera mounted at the masthead that can ‘see’ ahead both in daylight and at night, using infra-red. Images are compared in real time with a giant database to establish whether something ahead represents a collision threat.

Ultims raced each other double-handed in the November 2023 Transat Jacques Vabre – won by Armel le Cléac’h/Sébastien Josse in Banque Populaire XI. Photo: Jean-Marie Liot/Alea

There are other factors too that will come into play: a good deal of luck, undoubtedly, but also the skill, experience and motivation of the skippers. Caudrelier has perhaps the most experience in his boat and over the last three years has won most races, but he has never raced solo around the world. “This is my Vendée Globe” he acknowledges.

By contrast Le Cléac’h has completed three Vendées, on the podium every time. However his recent victory in the Transat Jacques Vabre was his first in an Ultim. For Coville, this might be his last lap? While for Laperche this will be his first big Ultim event and proving himself is a key objective.

What is certain is that this will be the ultimate contest between some of the world’s most talented offshore sailors. How many will make it round? And for those that do, it could be the fastest ever round the world race, so all the action will unfold quickly. Follow at arkeaultimchallengebrest.com

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