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Santa Cruz Yachts har funnits i 35 år och förknippas med lätta och snabba sleds. Legendariska SC 70 brukade regera på racen från Califiornien till Hawaii.

Nu har Tim Kernan, mest känd för 68-fots “Peligroso” Santa Cruz SC 37. Ser inte helt tokig ut, även om jag tycker att den borde ha rorkult!

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Design Comments- Design #28 Santa Cruz 37
November 1, 2007

The 37 represents the first new model for Santa Cruz Yachts in several years, and is the first of our designs in a series of exciting next-generation performance yachts from this venerable brand. The 37 combines leading-edge thinking in offshore performance with modern, clean, and functional aesthetics.

Hull: The hull form is similar in concept to our highly successful 70’er “Peligroso”. It is optimized for greatest speed potential at heel angles associated with blast-reaching conditions. This is determined through an iterative process using our proprietary calibrated VPP and advanced CFD analysis achieved in our proprietary neural-network optimization shell. This proven hull concept offers exceptional off-wind performance, and reduces wetted area quickly while extending upwind waterline when heeled.

Keel: The foil shapes and bulb geometry for the new SC37 were developed using the same codes employed in grand-prix and ACC yachts. The keel fin is cast from high-strength ductile iron and sealed with abrasion-resistant e-glass cloth coated in epoxy. This process is highly cost effective, repeatable, and allows a very efficient fin given the high tensile yield strength of the material. The fin will be coupled to a lead T-bulb via bolted mechanical connection. A simple and reliable electric/hydraulic lifting system will be available. This will allow sailors with draft restrictions at their slips to get into skinny water easily, and will allow the yacht to sit low on a trailer for easy transport without the expense of trucking. The structural configuration of the keel foundation is extremely efficient and robust, and is incorporated into a monocoque interior molding.

Rudder: Our goal was to develop a rudder blade which was capable of lifting, while maintaining a reasonable counter-balance, and coupled to wheel steering. The system we’ve developed consists of a barrel-type cassette which is foam-filled to prevent entrained water. The top of the barrel forms a steering quadrant and is recessed in a covered trough that runs from the dual wheel pedestals to the transom. A liferaft locker is incorporated into this trough, as are the control lines for the backstay. This arrangement fulfills our goals for the rudder blade while keeping the deck clean and functional.

Rig: We have designed the rig and Sail Plan in conjunction with leading sail makers to produce a versatile and easily managed sail plan which is also IRC friendly. The spar geometry features highly swept spreaders which terminate at the sheer. This reduces compression on the rig and provides a simplified and robust structural arrangement for the chainplate attachments. Standard jibs will be non-overlapping 105% LP. A 5’ carbon bowsprit retracts within the forepeak. When retracted, the sprit does not intrude into the accommodation space. The Main will feature max top girths and full battens, a highly efficient shape. The backstay will be on a masthead “flicker” to facilitate tacking and gybing in light air.

Accommodations: The interior arrangement is designed to provide comfortable and ergonomic space for offshore or dockside use. Modern materials and design will produce a warm and efficient interior. The cabin features 6’3” headroom throughout. Most of the interior panels are structural, reducing weight. The principal layout features a large double/split quarter berth aft, with ergonomic U-shaped galley abreast the companionway to port. To starboard is a generous Nav area. Amidships are 6’-2” settee benches with drop-leaf dinette table on centerline. The seat backs fold up to become port and starboard additional pipe berths and expand the area of the lower settees for sleeping. Forward of the settee to port is the enclosed head and shower. Forward of the settee to starboard is a master stateroom with ample hanging lockers, bins and a double v-berth. There is also private entry from the forward cabin to the head. An optional layout will feature an L-shaped galley and additional port side quarter berth. The finishes and molded shapes of the interior panels will be modern and clean.

Construction: Emphasis has been put on developing a strong, stiff structure built from minimal molds and utilizing high-modulus materials where most effective. The hull and deck will be carbon reinforced resin-infused E-glass sandwich, featuring structural PVC foam cores of varying densities based on load requirements. The primary frame/ interior structure will be resin-infused to produce high strength–to–weight ratio panels and exacting tolerances, and will feature localized carbon unidirectional reinforcement along critical load paths. All engineering complies with both the ISO 12215 Standard as well as American Bureau of Shipping Guide for building and classing Offshore Yachts, and final details will insure the yacht is capable of being CE certified for Category “A”
offshore use.

Performance: The SC 37 will feature cutting edge performance due to an efficient hull, sail plan, and high stability. Optimised structures provide a ballast / displacement ratio of 46% (advantaged under IRC) and class-leading stability. The result will be a highly stable and easily managed yacht capable of speeds in excess of 20kts with limited crew, and a range of positive stability in excess of 140deg.

A Lightship displacement of 8514 lbs and retracting keel and rudder allow the SC37 to be trailered by Standard large-size SUVs and Pickups. Now owners will have the ability to transport a truly offshorecapable yacht easily and without the expense of trucking. The new SC37 offers performance and safety features not found in other series-built yachts.

Tim Kernan
Kernan Yacht Design, Inc.