farrier sailboat trimaran

Farrier International

a Division of Daedalus

FARRIER FOLDING SYSTEM™

One key to the success of Farrier trimarans is the easy trailerability made possible by the unique Farrier Folding System ™.

The Farrier system is the most structurally sound trimaran folding system available, with no hinges in the beams or the critical beam to float join, while corrosion prone wires are never used in structurally critical areas. Overall beam can be varied in seconds, by just one person, anywhere.

After 33 years of use world wide the Farrier System is well proven, the most successful folding system, and used by more trimarans than anything else. So to be safe, be sure to insist on the genuine twin strut ‘Farrier Folding System’™. It is significantly different from all the rest, and the many advantages can be summarized as follows:

• Folds for road legal trailering in minutes without any heavy assembly being required.
• The twin strut folding system gives absolute control over movement
• No need for water to support floats while folding – the twin struts make it easy to fold anywhere
• The correct folding strut geometry means folding can be done by one person, anywhere.
• Twin struts mean the float will not fall on the ground if folding out of the water on a trailer
• Absolutely no weak hinge points in the actual beams, with the highly stressed beam to float join being solid
• Absolutely no sliding parts that can bind or jam
• Corrosion prone wires are not used in structurally critical areas where sudden failure could threaten the boat
• The structurally critical lower struts are solid Aluminum 6061 T6 bar, with absolutely no butt welds.
• Custom made reinforced acetal (plastic) bushes insulate aluminum struts from stainless steel pivot pins
• There is no reliance on the rig for structural support should float reverse loading occur
• Beams are structurally sound no matter how loaded, including even after a capsize
• Proven track record, with 33 years development, six Atlantic crossings and race records/wins world wide.
• Now used by over 3000 boats world wide

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This unusual and innovative trimaran is not only fast, she can even fold up while still afloat.

You can count the number of successful builders of production fiberglass cruising multihulls on the fingers of one hand. In the U.S., Tony Smith of Mayo, Maryland, who builds the 30′ Gemini catamaran, is certainly a pioneer, having developed the ill-fated 26′ Telstar trimaran many years ago (the molds were destroyed in a fire). Condor Ltd. and the Outrigger Boat Co. have made some inroads into the market and have helped in the grudging conversion of American sailors to multihulls.

A number of European builders, most notably the British builder Prout and more recently Prestige and Ohlala from France, import to the U.S. a handful of boats each year.

None, however, has made a splash as big as Ian Farrier’s F-27 trailerable tri, first launched in 1985.

Farrier is a New Zealander who moved to Australia after college and began building small racing/cruising trimarans. His 19′ Tramp was Australia’s 1981 Boat of the Year. In 1984 he moved to California to begin work on the F-27 and to patent the folding mechanism that makes trailering possible.

When PS readers who own F-27s began writing to us about their boats, we took note. “Look at the F-27,” they said, “it’s something special.” A number of them sent in our Owner’s Questionnaire with raves about speed, construction and company service.

Construction

The F-27 is all fiberglass with a PVC foam core in the hull and deck. An NPG gelcoat is used, backed by AME 4000 (acrylic modified epoxy) resin. In areas of high stress, double bias fabrics, Kevlar, and carbon fiber are used. Vacuum bagging techniques are employed to ensure constant and uniform pressure on both sides of any laminate. Excess air and resin is bled off to achieve the desired, calculated weight. Light weight is essential to good multihull performance.

Unlike a monohull, which is built from basically two molds (hull and deck), the F-27 requires 52. Besides the main hull there are the two amas and four akas (cross beams), not to mention all the smaller moldings for the pop top, outboard well, hatches, and sinks. The F-27 possesses a definite “assembled” look rather than being a homogenous whole. As your eye surveys the numerous attachment points—hull/ deck joints, akas to amas, etc.—there seem to be numerous potential weak spots. The builder, however, claims there have been no failures, and we have not had reports of any. This is no doubt due to the use of quality high-tech materials and extremely careful engineering. After all, the F-27 represents nearly two decades of refinement on the original concept, not unlike the last generation of Volkswagen Beetles.

Of particular interest are the folding akas. A company brochure explains: “The beams are bolted down into molded recesses with two bolts each, the bolts being anchored into specially reinforced internal bulkheads. Once bolted the beams are strong enough on their own for all loadings. However, add the lower struts (part of the folding mechanism) and these become the primary structural members, actually relieving all bending stresses from the inner ends of the beams. Sailing is then quite possible without any bolts in beams at all! The beam bolts thus act as a backup system in the unlikely event of a folding strut failure. But should this occur the beams simply take over all loadings making the inboard structure completely safe. The actual folding struts are precision engineered from solid high strength aluminum, with nylon bush inserts being used at the pivot points with stainless steel pivot bolts.”

The akas can be folded underway while motoring, heading for the slip or launch ramp. Total beam with both amas folded in is 8′ 5″. Therein lies its appeal to Southern California sailors, who find slip space expensive if not unavailable. Also, it makes cruising Baja and the Sea of Cortez a practical adventure. Baja is the only really good cruising ground in that area, but too far to reach under sail for short term vacations.

The trailering feature will be less appealing to sailors elsewhere, except that the ability to store the boat in the backyard saves yard fees and makes maintenance a far easier chore.

The centerboard and rudders are foam-cored fiberglass with carbon fiber added for strengthening. Unlike most builders, Corsair publishes its lamination for all parts; indeed, the documentation and control evidenced at Corsair is rather extraordinary in the sailing industry.

Much of the hardware is made by Harken, including the mainsheet traveler, blocks and cleats. One reader wrote, “As the boat is well rigged, you will not need to replace any of the rigging such as winches, etc. Everything is both top quality and over-engineered.”

The boat we sailed was equipped with Lewmar #30 jib sheet winches, #24 self-tailing genoa and halyard winches; the linestoppers were made by Antal.

Performance

The F-27 is a fast boat. Obviously, speed was a priority of the design. The rig is tall and no attempt was made to provide standing headroom in the cabin, which would have added windage and weight. Already it has achieved some success racing, though it can’t be compared to monohulls and there are only a few other multihulls in its range (compare to the Newick-designed Somersault 26, Firefly 26, Dragonfly 25 and Stiletto 27). Unfortunately, we are unaware of any head-to-head competition between these boats.

We sailed Tony Cabot’s new F-27 from his mooring in Squantum, Massachusetts, under mainsail and working jib. The fully battened main can be reefed on the roller boom, though there wasn’t enough wind for us to see how the sail would set.

As we tacked out of Quincy Bay and into Boston Harbor, the wind was light (usually the case in test sails!). The boat moved effortlessly and heeled little (even in heavy weather, trimarans shouldn’t heel more than 12° to 15°). The helm was very well balanced, requiring just fingertip control (one reader said he had tuned the rig to add a little weather helm).

Approaching a fleet of racing monohulls at the harbor entrance, the 30- and 40-footers were making just a knot or so and appeared virtually dead in the water. We, on the other hand, slipped past at five knots in about as much wind, and we confess to feeling quite smug. With the board down, we also were able to point fairly high with the apparent wind between 35° and 40°, though of course multihulls are more comfortable and efficient cracked off, especially in a sea. With the F-27, this is due in part to its relatively flat, planing bottom.

In normal conditions, the F-27 can be expected to make seven to eight knots to windward. On a spinnaker reach in winds over 20 knots, speeds faster than 20 knots are possible. Cabot told me that he’d tried his darnedest to tip the boat over, but couldn’t do it (we assume he meant that the boat was not easily overpowered).

Though the F-27 is not as large a boat, with as much righting moment, as many sailors would prefer, it has made safe transoceanic passages, including California to Hawaii and New England to Europe. Through-bolting the pop top is one safety measure you’d want to take for such a passage.

F-27 owners are somewhat apologetic about the livability of the interior, mostly because there isn’t standing headroom except under the pop top, which covers the immediate galley area forward of the companionway. An optional screen/curtain encloses the sides for protection against mosquitos, gnats and other pests.

“The lack of interior space,” one reader wrote, “is a drawback compared to a monohull.”

The overall layout is clever but a bit cramped. The forward V-berth is suitable for but one medium-height person because the bow is too narrow for four feet. A head and sink are also located in this cabin, separated from the saloon by a partial bulkhead.

The main cabin has opposing settees with a convertible table hung on the daggerboard trunk. An optional insert unites the settees into one large berth. There is stowage outboard. The galley is aft with sink and flush mount stove top. The furniture foundations are fiberglass and are glassed to the hull. The access boards in the cabin sole are unvarnished teakfaced plywood. The single 12-volt battery is located in a starboard compartment between the settee and bulkhead, and there is a six-circuit electrical panel on the outside. Wiring is run through a molding behind the settees. The aft cabin sleeps two and has two windows in the transom, one vent and one lighting fixture. Kids will love it.

One difficulty monohull sailors have making the mental switch to multihulls is the comparative lightness or flimsiness of furnishings—no heavy teak cabinetry, no ash ceilings, in fact, not much wood at all unless it’s veneer. Rather, it is customary to find extensive use of fabrics on the overhead and hull liners, and that is the case in the F-27. The attractiveness of such an interior depends largely on choice of fabrics (color, pattern, texture), and Corsair has done a decent job of it. Fiberglass molding edges are covered with a vinyl molding, which looks rather cheap but does the job. Again, saving weight is paramount.

The F-27 is definitely not a liveaboard boat, but is highly functional for short cruises. One reader said,

“This has proven to be a very safe boat which both my wife and four-year-old son enjoy racing as well as cruising. The interior is small but is very livable for two weeks. We haven’t tried staying on the boat longer than that.”

The cockpit is small, as it should be for a boat touted as having offshore capabilities. It seats four with reasonable comfort. In good weather, crew can sit forward on the cabin trunk or on the netting between the main hull and amas. Moving about requires some care as the footing changes between the rigid structures and netting, and because all sail controls are led aft to the cockpit, there are winches, lines and linestoppers to trip on.

The nonskid is molded in and effective, though it looks hard to clean; we were not surprised to hear from readers confirming our suspicion.

Handling the tiller is easy, whether sitting athwartships or resting your back against the aft cabin bulkhead. Spray is deflected quite well by the tremendous flare in the topsides of the main hull. The lifeline stanchions give some security when seated, but are too low to do any good standing.

The rudder kicks up and lowers easily with dual control lines, as does the centerboard. Again, both can be managed from the cockpit.

The outboard motor sits in a well on the port quarter, and lifts by means of a block and tackle arrangement to clear the prop for sailing. Eliminating this source of drag under sail is a great bonus of small boats.

The F-27 is, in our opinion, an exceptional boat that offers decent accommodations and unparalleled performance for the standard price of $43,800 new. Options to consider are the toilet, solar panel, cabin table, sails, outboard (8-hp recommended), trailer, electronics and spinnaker.

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Ian Farrier

An icon of the multihull world. It is said that there are more 2000 Farrier designs (mostly trimarans) sailing around the world. Begining in the 1970’s with TRAILERTRI series in Australia, Farrier sold detailed plans (as well as kits) for the amature builder. Most of these boats, (and most Farrier designs to follow) incorporated his ingenious system for folding the floats close the main hull allowing for ease of docking and storage. Many of his later designs have been commercially produced in volume by several manufacturers. Best contact Information: Farrier Marine (NZ) Ltd 231 Annex Road, Middleton, Christchurch 8024, New Zealand Mailing address: P.O. Box 80197, Riccarton, Chch 8440, New Zealand Phone (03) 338 6502 (International 64 3 338 6502) Mobile (021) 1108 109 (International 64 21 1108 109) Fax (03) 354 4342 (International 64 3 354 4342) Email: [email protected]

23 Sailboats designed by Ian Farrier

F-27 Sport Cruiser

Corsair 24 mkii.

F-24 Sport Cruiser

F-31 Sport Cruiser

Corsair 28RS

Corsair 31/F-31

Corsair sprint 750.

Trailertri 720

F-33 sport cruiser.

Trailertri 680

F-33 (2013)

Trailertri 18

Tramp/Eagle

Corsair Cruze 970

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Corsair F28 R

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• Last update: 1st April 2020

Corsair F28 R's main features

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• Meet Spear, an Epic 460-Foot Trimaran Concept That Looks Like It’s From the Year 3000

The sleek behemoth could soar to an impressive top speed of 21 knots.

Rachel cormack.

Digital Editor

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Believe it or not, one of man’s oldest weapons has inspired a futuristic new trimaran concept.

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Speaking of power, Spear’s propulsion system is built around a medium-speed engine often found in large commercial vessels that reportedly provides a further 15 percent fuel saving per kW compared to a typical high-speed engine. The sponsons will be able to store plenty of fuel, too, with tanks designed to hold the renewable biofuel of the future.

As for performance, Spear can reach a top speed of 21 knots and a cruising speed of 18 knots. With reduced fuel demands, the go-anywhere cruiser has an impressive estimated range of more than 7,500 nautical miles.

Seafarers will be able to explore the globe in comfort, too. With a giant beam of 75 feet and a generous interior volume of 4,650 GT, Spear offers abundant living space onboard.

The main deck is centered around a large lounge and dining area, with two generous guest staterooms positioned amidships. Upstairs, the owner’s deck features a full-beam forward-facing stateroom with a private lounge, a luxe en suite, and a private deck with views of the helipad. The owner’s deck also has an additional guest stateroom and another lounge and dining area. Crew cabins can be found on the lower deck, while the captain’s cabin sits on the bridge deck.

“With its striking streamline design, Spear combines efficiency, comfort, and expansive open spaces to create an unparallel cruising experience,” Lateral said in a statement.

Fingers crossed we see Spear hit the seas.

Rachel Cormack is a digital editor at Robb Report. She cut her teeth writing for HuffPost, Concrete Playground, and several other online publications in Australia, before moving to New York at the…

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