global gt yacht groupama

Groupama: «La prevenzione del rischio a bordo parte da terra»

Globale GT Yacht: tutela completa grazie a un unico prodotto

Una rete professionale e un’ esperienza consolidata : grazie a questi elementi Groupama Assicurazioni è diventata top player del mercato italiano.

Le sinergie internazionali e il supporto dei molti soci e agenti sul territorio consentono al gruppo di proporre soluzioni per la tutela delle persone, dei beni, del patrimonio e delle attività professionali; prodotti e servizi che siano innovativi e di reale prevenzione del rischio , a terra come a bordo.

Nella cornice di Absolute Weekend l’azienda propone due soluzioni per gli armatori e i diportisti più esigenti.

GT Yacht è la polizza ‘all inclusive’ che protegge l’unità assicurata dagli accidenti di mare: dalla perdita totale alle avarie particolari, dal furto delle dotazioni di bordo (ma anche di serie ed extra) agli eventi meteo-marini, fino al ‘rimpiazzo a nuovo’ delle parti danneggiate.

Senza costi aggiuntivi inoltre GT Yacht prevede il rimborso delle spese mediche, la tutela contro gli atti vandalici, la copertura assicurativa in caso di inondazioni e alluvioni.

Dalla solidità di questo pacchetto ne nasce poi uno ancora più completo: Globale GT Yacht , una copertura a 360° per l’imbarcazione .

Con un’unica polizza l’armatore potrà infatti ottenere anche la RC obbligatoria e la copertura degli infortuni delle persone a bordo (con la possibilità di scegliere chi si vuole tutelare, dal conducente sino all’equipaggio professionale).

Un’ offerta completa messa sul tavolo da un’azienda che nutre ormai da tempo una sincera passione per il mare , visto che per oltre diciotto anni la vela è stata un impegno comune a tutte le società del Gruppo. « Questo sport è stato decisivo – ci dicono – quando nel 1997 decidemmo di operare professionalmente anche in mare, perché si tratta di una disciplina che contribuisce a rafforzare un sentimento di appartenenza e rappresenta una sfida allo stesso tempo umana, sportiva e tecnologica ».

Un gruppo che considera l’Italia un « laboratorio di innovazione » nel quale la volontà di continuo rinnovamento nata in Groupama trova terreno fertile. « Riteniamo le nuove tecnologie degli elementi funzionali, indispensabili e determinanti per il miglioramento dell’esperienza di prevenzione del rischio e per la realizzazione di nuovi servizi pensati per tutti i settori, inclusa la nautica ».

Corollario della presenza di Groupama Assicurazioni ad Absolute Weekend 2021 il prezioso rapporto che lega l’azienda a Ligur Nautica e alla famiglia Spina : una collaborazione partita nel 2008 e che produce frutti sempre migliori.

La sicurezza a bordo non è solo strumentazioni, non è solo tecnologia, non è solo esperienza, ma anche poter contare su una copertura assicurativa che regali all’armatore e ai suoi ospiti la possibilità di godere del miglior soggiorno possibile con il minimo delle preoccupazioni .

Groupama Assicurazioni vuole proprio questo, perché « la prevenzione del rischio a bordo parte da terra ». 

Richiedi informazioni o vieni a trovarci. Ti aspettiamo!

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Sailing Yacht Groupama 4 launched – The first Volvo 70 built in France

• Inspiration

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Written by Chelsea Smith

On Saturday 14 May, sailing yacht Groupama 4, the first Volvo 70 built in France , was launched at 1400 GMT, opposite Groupama Sailing Team’s base in Lorient. Groupama’s representatives, the sailors, the members of the shore team and an enthusiastic crowd attended this important stage of the project led by skipper Franck Cammas.

Sailing yacht Groupama 4 is launched in Lorient, France (Photo by Yvan Zedda)

Lined faces betrayed the fatigue amassed over recent days. After nearly 50,000 man hours, the monohull Groupama 4 is now ready to traverse the globe’s seas.

Ben Wright, from Australia , head of the shore team with five Volvo Open 70 build projects already under his belt, seems particularly satisfied with the work achieved by the team. “It’s a big day… in a long series of big days! We still have a few miles to cover with Groupama Sailing Team. However, at least now we’re done with the sketches: the boat is here in front of us. We’re tired but that’s par for the course after all these man hours. We’ve worked hard but we’re not stopping here! It’s only just begun in fact!”

The sense of pleasure is palpable and the event brings everyone together. After all the difficulties that have to be surmounted during a project of this scale, Groupama 4 yacht is now floating in the port of Lorient. As such Franck Cammas and his men have taken another step in the history of the Groupama Sailing Team: “In the construction of a yacht, the further you push the thought processes, the better you understand things, but the more difficult it becomes to make choices. You’re always keen to go into things deeply but there’s a deadline where you have to stop thinking and concentrate on making ideas a reality. Today, a new side to the work begins in the form of sail trials. And for the all those involved in the project, now is the moment of truth”.

Franck Cammas and yacht Groupama 4 at her launch ( Photo by Yvan Zedda)

In sailing, the competition begins well before the warning signals for the race start. It’s in the minds of the men behind the boat’s design, in the gestures of the boat builders and all those taking part in the project, that a victory is built.

When you decide to take part in a project of this size, you’re never sheltered from obstacles. Franck Cammas: “You encounter difficulties everyday. When you have to make choices, you’re bound to have to overcome obstacles. As was the case during construction of the first three Groupama boats, we encountered problems here too: it was inevitable that there were differences to the original schedule… There were a few timings which weren’t adhered to, some adhesion processes which had to be redone and parts that had to be rebuilt… That’s another reason why I’m proud of the work my team has done. Thank you to them, thanks to Juan Koujoumdjian, our architect, and thanks to Groupama, without whom we wouldn’t be here!”

Jean-Luc Baucherel, President of Groupama, travelled to Lorient with around fifty representatives from Groupama Loire Bretagne: “It’s an important day for Groupama as our first monohull has been launched. Five years of new adventures lay in store. We’ll be able to weigh up our performance against the best Anglo-Saxon crews during the next two editions of the Volvo Ocean Race. This is a whole new concept for Groupama but we are in no doubt about the abilities of Franck Cammas and his crew to be up there with the frontrunners. We’re taking over from a great sailor called Eric Tabarly and we hope we can be worthy of him and carry France’s colours high. We were familiar with the multihull and, today, we’re ready for a new series of competitions aboard a monohull. It is with great enthusiasm and pride that we are competing in this new competition”.

Although the phase in the yard is over for the members of the shore crew, sail trials are set to begin on Tuesday 17 May for the sailing crew. The next major stages which will punctuate the life of Groupama Sailing Team between now and the start of the  Volvo Ocean Race will be the christening of Groupama 4 on 11 June in Lorient, then the Fastnet Race in the UK on 14 August. In the latter, Franck Cammas and his crew will, for the very first time, be able to see how S/Y Groupama 4 fairs in relation to her future rivals.

Technical specifications for sail yacht Groupama 4:

LOA: 21.50m Beam: 5.70m Water draught: 4.50m Displacement: 14 tonnes Keel: swing Material: carbon honeycomb sandwich Upwind sails: 315m² Downwind sails: 675m² Architect: Juan Kouyoumdjian

A communications project to support the group’s internationalisation.

For more than 13 years, Groupama has chosen sailing sponsorship as a lever to support its strategy for growth in the service of its clients. One of the France’s leading insurance firms and the 15th largest insurer in Europe, the Group boasts a turnover of 17.6 thousand million Euros (2010). Groupama is accelerating its international development and aims to become one of the top 10 European insurers.

Established in 14 countries, the Group comprises 39,000 employees, including 11,000 overseas, where it achieves 30% of its turnover. The commitment to a more international sporting project through until 2015 has to support the construction of a European insurance group and a bank which is a creator, a humanist and something that lasts.

The Volvo Ocean Race

A crewed round the world race with stopovers, the Volvo Ocean Race, formerly known as the Whitbread, will set out from Alicante (Spain) on 5 November 2011 for its eleventh edition. Spanning 9 months and 10 stopovers, the participating crews will cover over 39,270 miles over 4 oceans. The race will conclude in Galway (Ireland) on 7 July 2012 after making a stopover in Lorient, France, Groupama Sailing Team’s base, from 16 June to 1 July 2012. Groupama 4 is the first French boat to compete in the event since 1993.

Please contact CharterWorld - the luxury yacht charter specialist - for more on superyacht news item "Sailing Yacht Groupama 4 launched – The first Volvo 70 built in France".

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• Digital edition

Groupama’s lead much reduced

• February 8, 2008

Giant Tri loses much of lead over Orange II

The haemorrhaging of Groupama’s lead over the current record is beginning to subside, with only 120 miles lost over the past 24 hours. The Giant trimaran has conceded over 300 miles of her lead over the current Jules Verne record in the past two days. Franck Cammas and his men hope to be able to take a more SE’ly course soon, which they hope will allow them to make up some of their lost lead.

A zone of high pressure, which has slipped under the African continent is in the process of calming the seas generated by a very large low, which passed to the South of Prince Edward Island yesterday. The nasty S’ly swell, which was kicking up waves abeam of the giant trimaran, is decreasing in size all the time and the crew will find conditions more manageable and the sailing more pleasant. However, in return for the calming seas, the 20-25 S’ly breeze is beginning to ease as it backs to the SE, which will force Groupama 3 to sail upwind for a few hours.

The weekend will hopefully enable the crew to get back onto the record pace again as a new low will generate SW’ly breezes. On a SE’ly heading, Groupama 3 will be able to pick up her skirts and make an average of nearly thirty knots over a messy but manageable sea.

Practical Boat Owner

• Digital edition

GT35 boat test: ‘outstanding, production cruiser’

• David Harding
• February 23, 2024

David Harding tests the GT35 and finds a yacht that offers "a blend of performance, power, stiffness, comfort, security, ease of handling, innovative thinking, clever detailing and structural integrity that few can match."

The GT35 was available with a deep fin, shallow fin or twin keels. Credit: David Harding Credit: David Harding

Product Overview

How many truly outstanding production cruising yachts have been launched in the past 40 years?

Depending on how we set our criteria, most of us would come up with a pretty short list.

Mine, for example, would include the Mystery 35, the Starlight range (35, 39 and 46) and the Sadler 290 – a boat whose potential, sadly, was never fully realised. The Finngulf 46 is right up there, too.

Given this country’s pool of talent in yacht design and our history of boatbuilding, it’s no surprise that the Mystery, Sadler and Starlights were designed and built in Britain.

The side decks on the GT35 boat run all the way aft, so there’s no need to step into the cockpit to reach the stern. A second benefit is that the cockpit is a sensible width. Credit: David Harding

While we no longer have the number of yacht builders we once had and appear unable to compete in terms of volume and economy, our remaining yards have established themselves in particular areas by offering types of boat that the purveyors of identikit plastic blobs simply can’t – albeit often at a price.

At the luxury end we have Oyster. Rustler has an enviable reputation for quality, semi-bespoke seagoing yachts. Multimarine’s Dazcats set the standard in fast offshore cruising catamarans. Everyone knows that Southerly stands for quick and stylish swing-keelers.

Want a modern gaffer? That’s what Cornish Crabbers do. Sporty meets trad in a trailer-sailer ? Beat a path to Wales and see Swallow Boats.

There are others, of course, including builders of one-off or limited-production yachts, dinghies and dayboats.

Quality and innovation is present in abundance. What we’ve been missing, however, is someone building mid-size, all-round performance cruisers.

GT35 boat: great expectations

Conrad Cockburn founded GT Yachts in 2011 with a clear objective: to build a range of yachts offering performance, comfort, stiffness, predictable and responsive handling, true offshore ability, sound engineering and built-in longevity in both construction and styling.

You might imagine that many builders of cruising yachts would share these worthy ideals, but commercial reality tends to get in the way.

Big builders have to build in big numbers. That means appealing to the widest possible range of buyers and, as often as not, to the charter market as well.

This shot clearly shows the height of the cockpit coamings. Credit: David Harding

Crucial factors in this context include maximising interior volume while minimising costs.

In today’s market, where performance – or at least a perception of sporty potential – plays more of a part than was once the case, it also means minimising performance compromises in the sort of conditions in which most people will choose to sail.

Fortunately for such builders, it’s relatively easy to create a boat that performs in this middle range of between about 9 and 17 knots of wind.

The challenges lie above and below. In light airs you need more sail and less wetted area in relation to the boat’s weight.

In stronger winds the rig mustn’t overpower the boat, so you need more ballast.

The rigging is taken right outboard, with covering mouldings in the topsides. Credit: David Harding

Less wetted area tends to mean a narrower waterline and less form stability (along with greater comfort in a seaway) so ballast plays a more important role.

Adding ballast and sail increases the structural demands, leading to more complex engineering and greater cost.

If you use iron keels, more ballast means increasing the keel’s bulk or chord (more drag and less lift) for any given draught.

So the answer is to use lead, which is more expensive, and to concentrate its weight at the bottom of a moulded stub or a lighter keel shaft, which again involves more complex structures.

So it’s easy to see that making a boat with a fat waterline, a modest rig and an iron keel suits high- volume builders: loads of room inside, good initial stability, minimal cost and performance that’s still acceptable to most on a nice summer’s day.

The GT35 boat shows off her well- balanced lines as she powers upwind at 7 knots. Credit: David Harding

High-volume production was never Conrad’s objective. Neither was competing on price with budget boats.

He reckoned there was a gap in the market for a wholesome and handsome performance yacht that steered clear not only of the traits described above but also of many others he considers undesirable in a proper cruiser, such as a plumb stem (compromises in terms of pitching and of buoyancy in the bow sections), T-bulb keels (arguably not practical for a cruising yacht) and overly full sterns to accommodate enormous aft cabins (all sorts of performance and handling implications in both light and heavy airs).

A rig without a backstay is another no-no for Conrad and, it must be said, he’s by no means alone.

Continues below…

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I read a fascinating article recently about relationships. It was a distillation of the guidance offered by over a thousand…

None of the ‘proper yacht’ qualities built into the GT35 will do it any harm on nice summer’s days, because boats like this should still be better behaved and more fun to sail than the compromised alternatives.

They won’t be as quick as lighter or more extreme designs – moderate displacement comes from moderately high volume and plenty of ballast – but should give a pretty good account of themselves all round.

Importantly, they should also be comfortable and easy to sail at close to their potential rather than demanding a high degree of concentration from an experienced crew.

Rewarding concentration and good sailing is not the same as demanding it.

GT35 boat: Design from the start

Much can be gleaned from the approach of the builder and by looking at the lines and statistics of a yacht you might be considering.

It can also help to know who was responsible for drawing the lines: in this case, Stephen Jones.

Time was when Stephen’s name would have needed introducing to buyers of production yachts other than those familiar with his various Hustlers and Oysters from the 1970s and ’80s.

Then came the Starlights, Seaquest’s SJ 320 and Prima 38, the Sadler 290 and designs for Rustler and Southerly including the Rustler 37 and Southerly 36.

For Conrad, there was one designer he knew he could work with to create the sort of boat he wanted.

Sail plan of the GT35 boat

Conrad himself is a naval architect and chartered engineer with a background in commercial shipping and experience of managing design projects with superyachts, so he had a better idea than many who go into boatbuilding of just what’s involved.

Making the project viable meant using his own expertise and that of others in what he describes as ‘an outsourcing model’.

The biggest part of the ‘outsourcing’ was engaging the services of Windboats in Norfolk as builders.

Windboats, together with Landamores, was contracted to build Oyster yachts until Oyster recently decided to bring its building in-house.

Stephen designed his first model for Oyster back in the early 1970s and now his latest design is being built at one of the yards that helped to make Oyster what it is today.

Accommodation layout on the GT35 boat

The design of the GT35 boat is an evolution of the Starlight hull form, which in turn was developed from earlier SJ designs conceived as safe, fast and comfortable cruisers.

Comparisons with the Starlight 39 are inevitable – the 39 rather than the 35 because the GT35 has the same waterline length as the Starlight 39.

This highlights one of the major changes in hull shape over the past few decades, bow overhangs having been substantially reduced but, in this case, not forsaken in favour of a plumb stem.

It’s from the bow that the GT35 is particularly striking.

There’s no point here; instead, a gentle radius that, explains Stephen, serves a number of purposes.

Most significantly in hydrodynamic terms it pushes the bow wave further forward, as full bow-sections do, increasing the distance between the bow wave and quarter wave.

This increases the effective length of the hull and, therefore, the maximum hull-speed.

Those interested in prismatic coefficients and Froude numbers can bring out their calculators, but we won’t go into the number-crunching here.

Although bluff bows might not look fast – and they do increase viscous resistance – they permit straighter runs along the rest of the hull sections to minimise pressure build-ups, especially when combined with the placement of maximum beam further aft. In simple terms they can make a boat go faster.

Unrealised potential

Wider sterns are another notable trend over the past 20 years or so. The GT35’s is nowhere near as broad as some, while still being wide and flat enough to contribute to the boat’s stability, internal volume and downwind performance.

Because cruising yachts typically have a lot of weight in the stern – engine , heads , fuel tank, fully-furnished aft quarters and plenty of kit in the lockers – they need a substantial volume in the hull back here.

That volume can play havoc with wetted area and the buttock runs, resulting in boats that stick to the water in light airs and won’t get up and go downwind in a breeze.

Stephen’s solution is his nacelle, or displacement skeg, which has been a feature of his cruising designs for many generations.

It works in many ways, encouraging a surprising level of downwind performance in his relatively heavy, full-bodied cruising yachts.

Laid-back sailing: Conrad Cockburn shows off the comfortable seats in the stern rail, while designer Stephen Jones takes the helm. Credit: David Harding

I was on a demonstration sail with a Starlight 39 many years ago when we hit 18 knots surfing down a wave under plain sail.

That same boat also left the rest of our class for dead in the Round the Island Race until we were rammed by an out-of-control port-tack competitor from another class. If ever there was a case of unfinished business…

These Starlight-GT-series hulls are conceived not for ultimate performance, given the weight, comfort and conservative nature of the boats they’re created for, but they are remarkably slippery.

The relatively narrow waterline (around 75% of overall beam) is one contributory factor, and it’s one that also works with the full bow, ample buoyancy in the topsides forward and unextreme stern to maintain balance when the boat is hard pressed, especially with the help of a good lump of lead on the bottom of the keel.

A secure galley with plenty to hold on to and wedge against. Credit: David Harding

‘Lump’ is perhaps not the best way to describe it, since the shape of the keel, like the hull, stems from continual refinement of one that has been shown to work.

In this case it’s similar to that on the Rustler 33 , with a flared base and the lead bolted to the bottom of a moulded stub to keep the centre of gravity as low as possible.

With the GT35, fins can be deep (1.95m/6ft 5in) or shallow (1.60m/5ft 3in). Twin keels (1.50m/4ft 11in) are offered too.

Our test boat had the deep fin, together with a folding three-bladed Brunton propeller . It also had a clean bottom and sails that had only been hoisted a couple of times.

The bad news in performance terms is that it was fitted with a bow thruster , and not of the type that retracts into the hull: this one was in a tunnel, the drag from which would do the boat no favours.

Testing on passage

I joined Stephen on board in Fox’s Marina in Ipswich. Together with Conrad and the owner, Trevor James, we were about to sail to Trevor’s mooring in West Mersea – a trip of about 30 miles.

It was a good opportunity to spend a few hours on board with the designer, builder and owner.

At this point I should mention that Trevor doesn’t just own the first GT35 – he also owns Windboats and Hardy.

On almost any other day of the year this passage would have been predominantly upwind.

On this particular day we had a brisk north-easterly, meaning the wind would be on or abaft the beam practically the whole way.

We would need to create an opportunity for windward work at some stage.

The tall, 15⁄16ths, double-spreader Seldén rig powers the GT35 boat, and has long spreaders and short-footed headsail sheeted to tracks on the coachroof. Credit: David Harding

We started by reaching down the Orwell at 7 knots or so – pursued, closely at first, by a Scanyacht 390 that dropped progressively further astern as the wind freed us – and I took advantage of the flat water to look around the deck.

The GT35 boat feels like a mighty big 35-footer. In fact she feels more like a 40-footer, yet still manages to look good because of carefully chosen proportions and a myriad of subtle styling features built into the topsides, deck, coachroof and coamings.

Bold strips and loud graphics are not needed.

Starting at the stern, the first point of note is the depth of the cockpit.

A good leg-bracing width, and with the coamings set far enough inboard for the side decks to run all the way to the transom, it has high, angled backrests and provides any number of comfortable places for the crew to sit. Unusually, the sole abaft the wheel is at a lower level.

Making the most of the GT35’s full bow sections, the forecabin features a large, offset double berth that retains a good width right to its forward end. Credit: David Harding

With split-level soles it’s more common for the helm to have an elevated perch, but lowering the sole back here was a deliberate ploy to create greater security.

If you want to gain a couple of inches when standing behind the wheel – to see more clearly over the sprayhood, for example – you can balance on the ridge running aft from the emergency tiller ’s socket. That’s quite narrow, however

Among many modern trends the GT35 avoids is the open stern. This one is fully enclosed and, should the helm wish to sit behind the wheel he or she can even lean back against a thoroughly supportive coaming.

Enclosed though the cockpit is in sailing mode, the centre section of the stern seat can be lifted out and reconfigured to form a step on to the boarding platform once the transom is hinged down.

What you don’t get, of course, is the grand entrance-from-the-quayside found on boats with super-broad sterns, twin wheels and vast expanses of open cockpit.

Stowage is in a full-depth locker beneath the starboard seat. There’s more each side in the stern and – almost uniquely for a boat of this size – a large locker in the bow, between the forecabin and anchor locker.

This is a great space for storing fenders and warps , saving the crew having to open lockers in the cockpit and obstruct the helm’s view.

The only significant omission in the cockpit is any coaming lockers.

GT35 boat: Made for sailing

Elements of tradition are found throughout the GT35, from the appealing sheerline and protected cockpit to the raised bulwarks that become higher towards the bow.

At the stem, flanges on the twin stainless steel anchor rollers bolt through the wide flat top of the bulwarks for extra rigidity.

The decks themselves are wide and the rigging is right outboard, so moving forward presents no challenges other than ducking inside the lowers.

Lines from the mast are led aft under removable panels on the coachroof, with those starting from further forward – such as the furling line for the headsail’s under-deck drum – running through recesses in the moulding.

Moving up from the deck, we turn our attention to the powerhouse: the tall, 15⁄16ths, double-spreader Seldén rig with its long spreaders and short-footed headsail sheeted to tracks on the coachroof.

Dolphin had made a nice set of sails in Dacron, though there was scope to squeeze a substantial amount of extra area in the form of mainsail roach and headsail overlap.

The aft cabin on the GT35 boat is not as roomy as some, because of the moderate stern sections and the space given to the systems and the cockpit locker, but it’s far from cramped. Credit: David Harding

That brings us conveniently back to the sailing. As soon as we got some fresher breeze in more open water, combined with the smallest of waves, the log climbed to over 8 knots.

From then on, with the waves increasing it was a matter of seeing what we could make the boat do in the true wind of around 25 knots.

The answer was frequently over 10 knots with a maximum, as we goose-winged down one wave, of 11. Oh for a spinnaker – and no drag-inducing bow-thruster…

All this was achieved with just two fingers on the wheel. Steering downwind in brisk conditions can become tiring after a few hours, but so light is the GT35’s helm that you can hold the spokes a few inches from the centre and save yourself a vast amount of effort.

Given this balance, I would choose to reduce the number of turns from lock to lock – currently 1.8 – by moving the link arm inboard a hole or two.

The GT35 boat has a roomy heads compartment, with plenty to brace against and hanging space for several sets of waterproofs. Credit: David Harding

Before we reached the Blackwater, and while we were still in a respectable chop, I insisted on spoiling the downwind party and turning upwind for a spell.

Having been standing behind the wheel I needed to see what the coamings were like to sit on at various angles of heel.

They were extremely comfortable and the perch would be even more relaxing if the diameter of the wheel (currently 48in) were pushed to the maximum.

Seeing how the boat went upwind was also part of the plan. Beating into 25 to 27 knots of wind–we had 32-33 knots across the deck – in open water under full sail is a reasonably stiff test of any boat.

The GT35 didn’t bat an eyelid, powering along at a consistent 6.7-6.8 knots, rarely landing with anything that could be described as a thud, let alone a bang, and keeping us remarkably dry.

By flattening the rig as far as possible we kept the heel to a comfortable angle.

The boat was nowhere near being overpowered and remained finger-light on the helm. For those who think in Beaufort, this was the top end of a Force 6.

There was more. Not trusting the true wind-angle reading of 30°, I noted our compass heading and tacked. It showed 30° again and, what’s more, the compass heading confirmed that we had indeed tacked through 60°.

A couple more tacks gave the same story. Stephen reminded me of when the late Geoff Pack had tested the Starlight 39 (I was with him at the time) and struggled to believe it when he consistently recorded a tacking angle of 60°.

Given her narrower sheeting angle, the GT35 should be closer-winded than the Starlight and we would probably have done better still in flatter water.

Although this is very much a cruising boat, I hope some owners will do a spot of racing. To say that the GT35 should have potential, particularly when it blows, would be an understatement.

Returning briefly to the important issue of stability, it’s worth mentioning that the maximum righting arm (over 0.9m) is at the unusually high angle of 70°.

A peak at between 50° and 60° is more common. The AVS (angle of vanishing stability) is a similarly impressive 144°, matched by the lowest inverted stability you will find on almost anything other than a lifeboat. For those interested in such things, the STIX number is 54.

Accommodation and structure

For a fast 35-footer, this boat is nothing short of vast down below.

Combine the space with the sort of finish you would expect from a yard that used to build Oysters, then add lashings of seagoing practicality, and you get the picture.

The joinery, in solid oak and oak-faced gaboon ply, is neat, unfussy and well matched.

Interior mouldings are kept to a minimum: just the heads, and a few supports beneath the coachroof for the vinyl-covered plywood headlining panels .

The substantial volume of the GT35 boat is put to efficient use. Joinery, in oak, is less ornate than some but very well finished. Credit: David Harding

Joinery is bonded to the hull, including watertight bulkheads forward and aft. Avoiding inner mouldings maximises stowage space and access to the hull and skin fittings as well as reducing dead weight.

You won’t see the inside of the hull when you lift the settee berths each side in the saloon, however, because the glassfibre fuel and water tanks are built in, Oyster-style, with inspection hatches and, for the water tank, special resins that make sure there’s no plasticky taste.

The layout is based on the tried-and-tested modern norm with a few twists.

While the heads is aft, the master cabin is in the bow, moved aft by the deck locker so its offset bunk retains a good width all the way to the forward end.

An effective yet unobtrusive overhead handhold runs the length of the saloon each side. A similar handhold will be fitted below the windows. Credit: David Harding

You could sleep head-to-the-bow if you like. All you can’t do on this boat is open the door all the way, because the berth was built fractionally over-length. That was rectified in future production.

In the saloon the settee berths are parallel, near the centreline and, therefore, as comfortable as can be for use at sea.

A bonus is plenty of stowage outboard – or the port berth can be moved in a little further to create space for a pilot berth.

Options include an L-shaped dinette to port and a couple of individual seats to starboard.

As in the cockpit, it’s not about open space. If you want to play cricket in the cockpit and hold a barn dance in the saloon, look elsewhere.

Wedging and holding

Sturdy grab rails flank the companionway and, at the forward end of the fore-and-aft companionway bulkhead to port, is a stainless steel pillar.

Additional pillars can be fitted at the galley and/or chart table.

With a return creating a partial U-shape, and the stainless pillar close at hand, the galley is a secure working area. So too is the chart table, an angle on the heads bulkhead making a good shoulder/ back brace on starboard tack. A foot brace makes doubly sure you won’t fall out.

In the modern style, the chart table on the GT35 boat has no forward bulkhead – but there’s reasonable provision for instrumentation. Credit: David Harding

On the other side of the bulkhead is the heads, incorporating space for hanging waterproofs. Opposite, to port, the double aft cabin has plenty of light and stowage.

So much down here is very good indeed.

Are there any shortcomings? I wouldn’t mind seeing more in the way of ventilation to ensure a through-flow of air.

The GT35 boat has a switch panel that hinges down to reveal a neat electrical installation. Credit: David Harding

That apart – and given that you need to spend time on a boat to pick up everything, both good and bad – there appears to be very little that’s not already in hand.

Poking around under and behind anything that could be moved provided reassurance in terms of structure.

Divinycell-cored topsides are ramped down to a single skin in way of the seacocks.

Bulkheads appear securely bonded to the hull laminate, working with the frames and stringers to lend rigidity to the whole boat.

Unidirectional carbon fibre is used in the topsides in way of the chainplates, tying in with carbon in the beams across the deck that form part of the central load-bearing structure.

Conrad maintains that the boat has been engineered to last. Questions about structure, systems, access and maintenance were answered in a way that left little to doubt.

I have written a few boat tests that cynics might paraphrase as ‘it’s white, it’s plastic, it sails after a fashion, it might hang together for a year or two and I wouldn’t buy one, but good luck if you do.’ The GT35 is at the opposite end of the spectrum. True, she won’t suit everyone. Don’t expect her to disappear over the horizon in under 10 knots of wind. She won’t offer the sort of sailing experience that only a slim-hulled boat can. If you believe that offshore cruisers should have masthead, four-square rigs and long keels, you might find that this one challenges some of your ideals. And yes, there are details I would change. But – and this is an enormous but – she’s a remarkable boat, offering a blend of performance, power, stiffness, comfort, security, ease of handling, innovative thinking, clever detailing and structural integrity that few can match. She was conceived to be equally suited to coastal cruising and offshore passage-making and it’s easy to see her in both roles. This is a 35 that dwarfs other 35s in almost every way. She exists because Conrad couldn’t find anything he wanted for himself and his family when he started looking a few years ago. He saw a gap in the market for all-round performance cruisers between 30 and 50ft (9.1 and 15.2m) and set about filling it.

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The past few years have been some of the most difficult we have all experienced. We have all missed out on something crucial from work to family, we have all been missing a little bit of paradise.

The  New Caledonia Groupama Race , known as the Race in Paradise, is a 654nm race or cruise for full and short-handed crews around the world’s largest lagoon, also a World Heritage site.

At 22 degrees south of the equator, there is nothing but warm water to blow over your deck, while you choose a course offshore or close to the coast, navigating your way past reefs, atolls and small islands while eyeing off the local dolphins, whales and turtles.

Speaking of locals, New Caledonians love to get involved with the event, bringing a rich blend of French and Melanesian culture. Our race village, within a  secure marina , offers nightly entertainment for those not racing as well as those who are warmly welcomed as they finish.

For those not able to join us for the seventh edition of this race, we expect over 25,000 participants in the virtual regatta (we had over 26,000 for the last edition), and our world-class media team will be sending out regular updates to share the incredible combination of pacific hospitality and tropical offshore racing with the global sailing community.

“The World’s Largest Windward-Leeward Regatta”

With south-easterly trade winds, or strong westerlies the predominant forecast for June, the New Caledonia Groupama Race is effectively the world’s largest windward-leeward. The multihull and monohull records stand from the 2016 race when we had strong trades, Vodafone holds the multi and SHK Scallywag the mono.

In a few days, already 10 boats have registered. Some of the first international entries were Wings, out of the Royal Prince Alfred Yacht Club, Oceans Tribute out of Tinaroo Sailing Club in North Queensland, and the TP52 V5 from New Zealand.

“I bought Oceans Tribute 18 months ago, during Covid lockdown” said Guy Chester. “Oceans Tribute is sistership to Bullfrog, the Crowther 40 that raced around Oz in 1988 and Ian Johnston, Bullfrog’s builder came to NZ and helped our refit last year”.

“I hope to do lots of offshore with this great boat, and given she did the last Groupama, we thought we better do it again. I cruised New Caledonia in 2003, so I’m looking forward to the great lagoon and trade wind sailing!”

“We have put together a great multihull crew from North Queensland and after the past few years we are just keen to go racing with mates”.

The Race Committee is as talented as they come, with Race Director Denis Thomson taking the helm with a local team following on from the  Ponant Sydney to Noumea Yacht Race . The 1,064 nautical mile feeder race will commence on 5 June 2022 providing plenty of time for an arrival to start the New Caledonia Groupama Race on 19 June.

“A Big Gamble”

“I enjoy working with the local race committee,” commented Denis Thomson. “Philippe Mazard, the former Commodore of the Cercle Nautique Calédonien Yacht Club, has done the race quite a few times himself, he knows how to put the event together and make it all work seamlessly”.

“New Caledonia is about the same latitude as Hamilton Island” he continued. “It’s not excessively hot, winds are consistent, water is beautiful… It’s the world’s biggest lagoon. Around the Island is a fringe of reef, between a mile to twenty offshore”.

“The course is a massive windward leeward, that is the way the island lies, however, it doesn’t always work out that way” Thomson clarified. “Up the north-end of the island you can get all sorts of breezes and it becomes a tricky and tactical race, a navigator’s race… Even if you are blasting in the trades, you have to decide, do you go inside or outside the reef, and how far out to sea do you go?”

“Franck Cammas went out as far as the Loyalty Islands and back again one year” Thomson reminisced, “it was a big gamble. He looked good for a while, but he didn’t win”. – Nic Douglass

Further information

For official documents please see below, further information on entry requirements for New Caledonia for race entrants will be provided in the coming weeks.

• Official documents – New Caledonia Groupama Race
• NOR GR 2022 (groupamarace.nc)

New Caledonia Groupama Race fast facts

Race start: Sunday June 19, 2022 Organising club: Cercle Nautique Calédonien Distance: 654 nautical miles

Race records:

• Multihulls – Vodafone/Franck racing: 2 days, 00h 33min 12s (2016)
• Monohulls – Scallywag: 2 days, 13h 19min 55s (2016)

Register Now!

Boats who wish to enter should register and pay the required fee by 20 March 2022. The final registration form that you will receive on entry is due by 20 May 2022.

Register now  or before 28th February and get a 30% discount.

• Groupama Race

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2022 Groupama Race, Day 4: Battles throughout the fleet and imminent finishes

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The GT35 is an offshore cruising yacht that will look after you at sea and reward you with superb sailing qualities.

Modern in style, the interior is exquisitely finished so the result is truly a home from home on the sea..

Ever thought of actually sailing somewhere? Well if you have, you’ll no doubt be joining a growing number of discerning sailors who are looking for a well engineered and well designed modern yacht to take them to sea safely and comfortably. The GT35 is an offshore cruising yacht that will look after you at sea and reward you with superb sailing qualities. Stephen Jones has a knack of never failing to draw a well balanced and well mannered sailing yacht, appreciated by those who would rather not let the weather deter them from pushing off. Modern in style, the interior is exquisitely finished so the result is truly a home from home on the sea.

As David Harding writes in PBO, “Beating into 32-33 knots of wind across the deck in open water under full sail is a reasonably stiff test of any boat. The GT didn’t bat an eyelid… For those who think in Beaufort, this was the top end of Force 6”.

Available in two versions, the Grand Tour  and the  Club  versions, the GT35 is a big 35 footer. The capabilities of a yacht like this will allow you to go further more often and enjoy the trip more at the same time. This is a yacht that will keep on rewarding you, whether you’re at sea or in harbour, the GT35 is a safe and comfortable home from home.

Freeboard that is generous without becoming unwieldy provides an excellent range of stability (AVS 144°, STIX 54), high righting-lever as well as interior volume while the sweet sheer line marks a yacht of capable seaworthiness. The low centre of gravity lead keel allows the GT35 to stand up to the weather and with deep cockpit coamings that keep you dry, optional windscreen, secure transom and running rigging led safely aft, this yacht defines the GT marque perfectly.

For those joining the growing number of cruising sailors with eyes on the northern horizon, we have developed a  Baltic  specification. See the link opposite.

An inspired Forecabin

The forecabin is designed as the master, with an exceptionally large berth rarely seen even on a 40ft yacht with comfortable arrangements for a couple as well as an ensuite heads option. With overhead hatches as well as hull ports, the natural light is plentiful.

The Saloon area to envy

The saloon area with panoramic windows has a dining area that can comfortably seat six and offers a further two full-length berths with stowage and shelving. There is an option for a fold-down chart table.

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Joe is the founder of Global Marine Brokerage.

On July 7th, 2008 Joe opened Global Marine with the mission of it becoming the largest boat and yacht reseller, and the “first call” for anyone needing to quickly sell a boat for cash. His specialty is raising money, negotiating, and finding deals. In short, his focus is on one primary goal: making sales happen. Joseph’s focus at Global Marine Brokerage is on the speculative purchase and sale of luxury boats and yachts. His creativity and synergetic approach in negotiating complex deals have made him a valuable asset in the marine industry. From the capital intensive model for buying and selling yachts, Joseph quickly learned to build relationships with private equity firms and investors, and he learned the importance of developing a proactive network of buyers and sellers capable of closing more deals in less time. So, today Joseph devotes himself to being the deal guy—quick, efficient, and reliable—negotiating and sourcing opportunities for boat buyers and sellers around the Globe.

Joe, his wife, Julie, and their sons Benjamin and Owen currently live in Saint Petersburg, FL Contact Joe .

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FEELING GREAT

FEELING GREAT is a 25.55 m Motor Yacht, built in Italy by Pershing and delivered in 2023. She is one of 26 8X models.

Her top speed is 45.0 kn and she boasts a maximum range of 320.0 nm when navigating at cruising speed, with power coming from two MTU diesel engines. She can accommodate up to 8 guests in 4 staterooms, with 2 crew members waiting on their every need. She has a gross tonnage of 96.0 GT and a 5.86 m beam.

She was designed by Fulvio De Simoni , who also designed the interior. Fulvio De Simoni has designed 179 yachts and designed the interior of 169 yachts for yachts above 24 metres.

The naval architecture was developed by Ferretti Engineering Department , who has architected 588 other superyachts in the BOAT Pro database - she is built with a Teak deck, a Carbon Fibre and GRP hull, and Carbon Fibre and GRP superstructure.

FEELING GREAT is in the top 5% by speed in the world. She is one of 5799 motor yachts in the 24-30m size range, and, compared to similarly sized motor yachts, her cruising speed is 15.8 kn above the average, and her top speed 18.5 kn above the average.

Specifications

• Name: FEELING GREAT
• Yacht Type: Motor Yacht
• Yacht Subtype: Sports/Open Motor Yacht , Planing Fast Yacht
• Builder: Pershing
• Naval Architect: Ferretti Engineering Department
• Exterior Designer: Fulvio De Simoni
• Interior Designer: Fulvio De Simoni

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