YACHTING WORLD - AUGUST, 2001.

Keeping the mast in the boat appeared to be a problem for Roaring Meg last year and dogged what could have been an impressive opening performance. But this apparently disastrous season brought mixed blessings for designer Jason Ker as the boat was talked about for some of the wrong but all of the right reasons.

Yes, she had lost her mast on two occasions at the height of the season but when her rig was in the boat she showed bursts of speed that put the willies up a few considerably bigger boats.

Such peaks of performance were enough to get people talking more seriously about what might be around the corner with the new IRM rule. Since then, progress has been slow on the IRM scene in the UK, with only a few brave owners progressing into this new and highly contentious arena. But Ker for one is clearly not going to be put off and he's back in the fray this season with his much publicised 11.3m class.

Intended as a flat-out one-design racer, this boat must also have, thought Ker, a life beyond boat-for-boat racing, so although the design is intended to be competitive under IRC, it is clear that she is designed with the IRM in mind, too.

"We started by trying to create a performance profile similar to a Farr 40," said Ker. "We reckon we'll rate one point less under IRC and around 20 points less under IRM.

"That said, we've opted for a different rig with a 15/16th configuration, following our wind tunnel testing work which suggested that the genoa area is very important. A short top mast like this allows us to keep the overlap on the headsail down to just 105 per cent which, in turn, allows us to keep our full-width chainplates. We can also achieve better control of the forestay as the backstay is more efficient with the shorter top mast."

Using the Farr 40 as a starting point is not so unusual given that the IRM rule's creator, the RORC Rating Office, has made no secret of the fact that it had used the Farr 40 as a datum.

Furthermore, there is little doubt that any new design claiming to be the answer to one-design racing will find itself fighting hard against either the Farr 40 or Mumm 30, such is the support both classes now enjoy. And this could be where the Ker 11.3 scores by slotting in between the two.

On the face of it she looks just like many other modern race boats, with an open shallow cockpit, minimal side decks aft and a few discreetly led control lines emerging at key positions. Once under way she feels every bit as light and responsive as you'd expect on the helm and you almost begin to wonder whether racing yacht design really has got anything more to offer.

Masthead kites on fine-entry, slender waterline modern boats look huge when you're standing with the tiller between your legs. A touch more breeze than the 8-10 knots we had for our sail and they feel huge, too. What's interesting about this 37-footer is that despite the towering sail plan, this boat has a snug, manageable feel and slots into a size presently under-developed.

Drop the kite and wind her onto the breeze and the first thing you notice is just how narrow and skinny the high aspect ratio mainsail is.

Just as you're getting used to that, the stability starts to make an impression, too. Even in a light breeze the Ker 11.3 feels pretty stiff once she's put her shoulder to the breeze and so she should with a ballast ratio of 64 per cent, the product of a 2.8 tonne keel on a 4.2 tonne boat where most of the weight is in the low slung bulb.

Throughout the boat there are plenty of examples of new ideas, from water tanks that utilise the voids in the large structural moulding near the centre of the boat to the handy waterproof mobile phone stowage in the chart table.

Details like these are clever but won't sell the boat on their own. And according to Race1, who sell the boats and manage the rules, six owners have already signed up for an 11.3 with a further three looking for deliveries this season.

At least six boats are expected to compete at Skandia Life Cowes Week, which will no doubt draw plenty of attention from those wanting to see whether the 11.3’s really can cut the mustard. If they can, £156,000 inc sails and instruments but ex VAT could prove very good value for money for hardened thrill seekers.




		YACHTING WORLD - AUGUST, 2001. DOWNWIND FLYER. A one-design which slots between the Mumm 30 and Farr 40 but is designed with IRM in mind should create quite a stir at Cowes Week. Matthew Sheahan hitched a ride on the maiden sail of Jason Ker's exciting 11.3m and he received quite a shock when the kite went up. Keeping the mast in the boat appeared to be a problem for Roaring Meg last year and dogged what could have been an impressive opening performance. But this apparently disastrous season brought mixed blessings for designer Jason Ker as the boat was talked about for some of the wrong but all of the right reasons. Yes, she had lost her mast on two occasions at the height of the season but when her rig was in the boat she showed bursts of speed that put the willies up a few considerably bigger boats. Such peaks of performance were enough to get people talking more seriously about what might be around the corner with the new IRM rule. Since then, progress has been slow on the IRM scene in the UK, with only a few brave owners progressing into this new and highly contentious arena. But Ker for one is clearly not going to be put off and he's back in the fray this season with his much publicised 11.3m class. Intended as a flat-out one-design racer, this boat must also have, thought Ker, a life beyond boat-for-boat racing, so although the design is intended to be competitive under IRC, it is clear that she is designed with the IRM in mind, too. "We started by trying to create a performance profile similar to a Farr 40," said Ker. "We reckon we'll rate one point less under IRC and around 20 points less under IRM. "That said, we've opted for a different rig with a 15/16th configuration, following our wind tunnel testing work which suggested that the genoa area is very important. A short top mast like this allows us to keep the overlap on the headsail down to just 105 per cent which, in turn, allows us to keep our full-width chainplates. We can also achieve better control of the forestay as the backstay is more efficient with the shorter top mast." Using the Farr 40 as a starting point is not so unusual given that the IRM rule's creator, the RORC Rating Office, has made no secret of the fact that it had used the Farr 40 as a datum. Furthermore, there is little doubt that any new design claiming to be the answer to one-design racing will find itself fighting hard against either the Farr 40 or Mumm 30, such is the support both classes now enjoy. And this could be where the Ker 11.3 scores by slotting in between the two. On the face of it she looks just like many other modern race boats, with an open shallow cockpit, minimal side decks aft and a few discreetly led control lines emerging at key positions. Once under way she feels every bit as light and responsive as you'd expect on the helm and you almost begin to wonder whether racing yacht design really has got anything more to offer. And then you hoist the kite. Masthead kites on fine-entry, slender waterline modern boats look huge when you're standing with the tiller between your legs. A touch more breeze than the 8-10 knots we had for our sail and they feel huge, too. What's interesting about this 37-footer is that despite the towering sail plan, this boat has a snug, manageable feel and slots into a size presently under-developed. Drop the kite and wind her onto the breeze and the first thing you notice is just how narrow and skinny the high aspect ratio mainsail is. Just as you're getting used to that, the stability starts to make an impression, too. Even in a light breeze the Ker 11.3 feels pretty stiff once she's put her shoulder to the breeze and so she should with a ballast ratio of 64 per cent, the product of a 2.8 tonne keel on a 4.2 tonne boat where most of the weight is in the low slung bulb. A low-slung bulb and a high-ballast ratio go hand in hand and come as standard, whereas the choice of wheel or tiller steering is entirely up to you. Throughout the boat there are plenty of examples of new ideas, from water tanks that utilise the voids in the large structural moulding near the centre of the boat to the handy waterproof mobile phone stowage in the chart table. Details like these are clever but won't sell the boat on their own. And according to Race1, who sell the boats and manage the rules, six owners have already signed up for an 11.3 with a further three looking for deliveries this season. At least six boats are expected to compete at Skandia Life Cowes Week, which will no doubt draw plenty of attention from those wanting to see whether the 11.3’s really can cut the mustard. If they can, £156,000 inc sails and instruments but ex VAT could prove very good value for money for hardened thrill seekers. The large masthead kite on a high aspect ratio rig should make for fun and games downwind in a breeze.