THE PLATFORM
Manu wanted to make his formula 18 catamaran innovative. Taking advantage of his highly analytical approach, he soon observed that the leading F 18 catamarans suffered from a lack of volume, making it hard to sail these boats in rough seas. So, he devised a platform that was radically different from those that already existed. For the motors, his technical experience in top-level regattas (with his brother Vincent), along with his knowledge of technology, enabled him to consider innovative solutions. And in terms of maneuverability for the whole, everything was designed for the purpose of maximum efficiency: BCM fits their boat with the very best, Zuccoli, Seagull, Performance Sails, Marstrom, Fredericksen, Harken, etc.
The design of the hulls du CIRRUS is perceived by outside observers as a mini-revolution in Formula-18 design. At the first glance, you see instantly that its freeboard is higher than its competitors'. Indeed, under the forebeam, the Cirrus has 5 to 8 centimeters additional height. The freeboards descend straight from the top of the deck for two-thirds of the height of the hull. The shipyard's explanation for this option is that this long flat piece, when it is outside, increases the anti-leeway device enabling the boat to be more at ease upwind. When you approach the boat from the back and looking toward the bows, as during sailing, you discover the main innovation on this platform: the forepeak is very long and seems endless. Manu Boulogne has adapted for his boat a technical solution that is well known for other units like the Tornado: the forebeam is placed so it is almost equidistant from the bows and the transom, some 20 centimeters further back than the beam that is farthest back on any other Formula 18 (not to mention the Inter 18, which has an exceptionally forward placed forebeam, which also works well). The desired effect (which is effectively attained) of this position of the beam is to reduce pitchpoling as much as possible and increase the possibilities of "attack" by the crew, particularly on a reach or downwind. From the standpoint of rigidity, to make up for the great fore length, the shipyard uses the appropriate manufacturing techniques (see below). Another advantage is to achieve during sailing a spinnaker tack that is 20 cm farther forward. The spinnaker is thus easier than on other F 18s since the length of the pool is calculated between the forebeam and 80 centimeters in front of the bows. Underneath, after rather thin wet surfaces, the Cirrus is quite voluminous, then the lines rise strongly toward the back. The very ample volume tending toward the front makes this boat pitchpole very little.

THE RIGGING
Manu Boulogne has developed a mast that makes the best of the F 18 size. In this profile, lateral inertia has been reinforced with an internal partition the better to support constraints with the spinnaker when the mast angle is 90° Longitudinal inertia retains the necessary flexibility. The masthead rigging, the location of the spreaders and anchor points for the diamond cables have been tested and measured to find the ideal positioning. Moreover, always in the spirit of making the best of the F 18 size, the tube is raised on a very high tilting mastfoot: 12 cm. The result: the rigging points on the spinnaker and shrouds, which are measured in relation to the bottom of the profile, are higher. The configuration of the sails takes into account the latest technical advances and the specificity of the Cirrus is to offer racers the best possible set of sails. Thus, the shipyard selected three major sail-makers with which to undertake a very serious study. A Cirrus's future owner will have to choose from the following sets of sails: Ullman by Zuccoli, Seagull by Idier or Performance Sails by Vink. An interesting choice, but not easy. Whatever the mainsail you choose, it will be delivered with a Fiberfoam epoxy set of profiled batten.

FITTING AND EQUIPMENT
From this standpoint, there are no surprises, after a top-quality selection, the Cirrus offers the choice of Frederiksen or Harken tackle as standard equipment. The entire block system is by Harken. With the Holt jib furler, you can run the jib cunningham in the middle and all the lines are by FSE. There are, however, quite a few clever tricks. Thus there is the possibility of an optional double traveler capstan for the mainsail sheet. The purpose of this system is to increase the boat's performance upwind by raising the windward traveler by a few centimeters. Apparently, this works quite well: better heading without loss of speed. The only concern for the helmsman is ending up with three sheets instead of two. The platform is assembled with aluminum beams with a square section and rounded edges. They are equipped with a system of stainless steel beam tips to reduce twisting on the ends. The forebeam has an adjustable martingale and the traveler of the aftbeam is integrated in its profile. The pole is made of aluminum. The boom has a rectangular section. Stretched along the hulls by rigging screws, the colored trampoline has pockets for storing the halyards. The spinnaker locker is ventilated and fixed using small hooks. The lines on the jib return to a rail fixed on the forebeam, thereby reducing the size of the trampoline. They can be adjusted from the trapeze thanks to returns integrated in the forebeam. The mainsail cunningham also returns in the forebeam and the rotation for reaching is accessible from the trapeze. Regarding the fins, rudders and centerboards are made entirely of epoxy carbon. Their specificity resides in their deflection for more accurate feel at the helm. The rudder castings are made of stainless steel. The moulds are made of metal, with digitized reaming, which guarantees perfect symmetry and exceptional durability. The aluminum spreaders are adjustable and the shrouds are delivered with a stretching system of micrometric rigging screw type.

CONSTRUCTION
The advantage of a small shipyard is to be able to produce carefully made units with impeccable finishing. In addition to precision stratification, one of the secrets of the Cirrus's performance resides in the extreme rigidity of the plate. Very advanced work has been undertaken on the boat's structure and the hull-beam links. The latter are built-in and perfectly adjusted in their inserts. The link is ensured by 8 bolts screwed into the inserts. The Cirrus is made of high-performance vinylester and vacuum sandwich for more stiffness and resistance. BCM have tried to develop a new manufacturing process with help from engineers trained at the School in Douai and professionals in composite materials. Each product is tested, then selected for its technical and mechanical qualities. The hulls are reinforced with two underdecks and 8 vertical partitions; they also have two "crash boxes": one at the bows and another under the shafts of the centerboards.

ON THE WATER
We tested the Cirrus during the Bray Dunes Eurocoupe last May. In tough conditions, we immediately understood the boat's performance upwind. So it was at the end of the regatta that we exchanged our boats. The wind was blowing at some 15/18 knots and the sea was quite choppy: 1.50-m waves due in part to the current against the wind. Barely on board, we could feel the height on the water and the volume. After getting a feel for the clear trampoline, we were ready for a beating leg. From the start, the boat surfed well, the helm very easy and light. With a very small carbon stick, she responds instantly to the helmsman. Almost at the same time, we discovered the long bows but, from the inside, the Cirrus does not look massive. This is certainly due in part to her rounded deck. Her behavior in the waves is quite peculiar: the large volume makes her bound from one wave to the next, penetrating far less than any other F 18. No sudden braking as the bows glide on the water since they do not enter. And little need to regain speed either, since there is no braking. Surprising, but apparently effective. The Boulogne brothers, who had taken our boat, soon disappeared behind us. By the time we returned to find them, we tacked on a dime with disconcerting ease. With the waves on the side, the Cirrus is more like a standard F 18. She glides very well, with long frank accelerations and the helm remains very gentle. We then realized this boat's extraordinary potential with a breeze. The mast-sail assembly is very powerful, but easy to adjust, cunningham and rotation within reach.

Later, we attacked a close-reach tack. With any other boat it would have been a matter of "everyone in back" and very hot, but with Cirrus there were no problems: we barely moved back on the platform. There is a great deal of volume in front, which enabled us to tack hard without even thinking about pitchpoling. This really gives a safe feeling. We should note that the rounded rub rails are very comfortable at the trapeze. After the reaching, a spinnaker tack awaited us. No problem there either; on the contrary, thanks again to this volume, we were able to attack far more than we are used to. Moreover, in spite of its buoyancy, the rear rises considerably toward the transoms leaving the boat's bows very clear. Tacking in a flash, everything goes very smoothly. That's good: enough to convince us of this new F 18's amazing possibilities. Back to the beach. Since then, the Cirrus has certainly proven its worth in regattas. It is a versatile boat, since, although we were already aware of its capacities in the wind, in medium or light weather, very encouraging results were obtained not only by the Boulogne brothers, but also by less experienced crews. You simply have to stand a little farther forward on the platform in light weather to put her back on track. We were able to see in the year's last regattas that crews we barely knew regularly sailed faster than most of the stars of the series, at all points of sailing and in all types of weather. With even more in the wind and in choppy seas.

CONCLUSION
The CIRRUS is a boat optimized for the F 18 rating. She is designed for racing and performance, while remaining very versatile and very easy to use. Her design and equipment make her a boat that combines reliability, seaworthiness, speed and thrills. The boat in itself can push you ahead in the ranking in regattas.

have been brillantly hosted
from 11 to 18 July 2009
by Royal Belgian Sailing Club


Duinbergen Base
in Knokke-Heist