give-and-take required between all members of the project team.’ As always with cruiser-racers that have to fulfil a dual purpose, there will of course be a big difference in terms of displacement, waterplane and weight distribution between a race-focused E6 with a deep keel, open transom, tall carbon mast and other performance-enhancing features, on one hand, and an E6 with standard rig and keel that’s loaded with options, extras and equipment for cruising on the other hand. ‘We need to cater for both of these scenarios as of course we want every new production model to meet the needs of every expected owner profile, though this can of course get quite complicated!’ Rob Humphreys says. ‘I think this is where our offices long history in production yacht design really helps and provides us with a really good handle on how to manage these compromises.’ Elan’s E-Line yachts are renowned for their excellent performance in a fresh breeze, especially downwind, but this fourth-generation design with its notably high sail area : displacement ratio is also expected to be quick in light airs. ‘Light air performance, in its simplest term, is really down to the relationship between sail area and wetted surface area,’ Tom Humphries says. ‘While not as significant as some might think, you do pay a small penalty in this regard for twin rudders and through the more powerful hull sections that you are able to consider with twin rudders. Ultimately it is these features that are key to the brilliant power reaching performance and it really comes down to where the designer choses to balance these compromises.’
To boost its versatility across a wide range of intended use, the E6 hull has a bit more rocker than a full-on racer. ‘We do need to cover a wide range of displacements to cater for various users, from the more performance-minded day or racing sailor up to the more cruising- minded owner who is likely to require greater load carrying capabilities,’ Tom Humphries says. ‘In very general terms a yacht that is floating light on its lines will perform better than a yacht sitting very deep on its lines, so the heaviest expected configuration always needs consideration during the development of a production yacht design like this.’
HYD has also drawn the sailplan. ‘We have a relatively aft mast position compared to most,’ Rob Humphreys says. ‘J is slightly reduced by the under-deck furler, which brings the forward end of J aft
Above: active aft-quarter chines come into play when the E6 heels over, boosting the form stability of the hull. The waterline beam is relatively narrow to ensure good performance in light airs. Right: the
cruising setup includes a big bathing platform and stern boxes with a BBQ grill and
fridge inside – great for enjoyment at anchor and removable for racing
relative to the bow, though the J measurement is still on the generous side relative to hull length.’ The deck plan has been optimised by a team of experienced sailors, including former Olympic 470 competitors Mitja Margon and Tomaž Čopi, now regular competitors on the RC44 circuit ‘They mainly focused on fine-tuning of winch positions, deck equipment and running rigging,’ Rajapakse says. The styling of the deck, cabin top and cockpit has been given a strong Italian accent by Pininfarina, who have also delivered some practical refinements such as the sprayhood channel in the coachroof and ergonomic backrests in the cockpit.
So how light and how fast can we expect the new E6 to be? ‘Light ship displacement will be around 11 tonnes for the performance version, and we should see 8kts boatspeed upwind in anything over 12kts TWS,’ Tom Humphries says. ‘Reaching performance will very much depend
on sail inventory, while downwind we should see double-digit speeds in mid-teens of windspeed.’ Just how well the boat performs in regattas remains to be seen, but’s worth noting that comparable models from most other builders are typically 1,000kg to 1,600kg heavier – which is roughly equivalent to the displacement of a standard E6 fitted out for comfortable cruising. ‘An average-equipped E6 with aluminium mast, cockpit teak, stern boxes and bathing platform will be about 850kg heavier than the Pure Performance version,’ Rajapakse says.
Construction of the prototype E6 is about to commence, and the model’s official début is due to be at Boot Düsseldorf in January, and sea trials will start in March on the Adriatic. Potential buyers will be able to sail the E6 at Portorož in Slovenia from April next year and delivery slots are available (at the time of writing) from the end of May onwards.
www.elan-yachts.com
q SEAHORSE 73
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