trimaran native 38

Built for racing or long-haul voyages, our catamarans and trimarans combine speed and ease of sailing with comfortable accommodations. That’s why Damian McLaughlin multi-hulls are seen in ports— and on trophy cup rosters— around the world.

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DAMIAN MCLAUGHLIN NEWICK 38 NATIVE for sale in Var, France

Var, France

Make & Model

DAMIAN MCLAUGHLIN NEWICK 38 NATIVE

MEASUREMENTS

Description.

Newick Trimaran 38 Manufacturer: Damian MAC LAUGHLEN Model: NATIVE Architect: Dick NEWICK Cast wood Refit pro complete 2016 2 solar panels Drift and rerelevable saffron Textile rigging Recent rotating mast (carbon wood epoxy) Genoese of 2016 (On Harken reel) 1 double front cabin and a simple rear - a bed in the centre Electronic tools for navigation: Odometer (Raymarine I70), GPS (Garmin portable), Autopilot (Raymarine ST 6000), VHF Radio (Standard Horizon), Sonar (Raymarine I70), Wind Station (Raymarine I70). Staging and technical: 2 Pannelli Solari, cockpit table. Sails accessories: Lazy Bag, Lazy Jack. Kitchen and appliances: Galley. Upholstery: Sprayhood (de descente). Accessories notes: Battery controller Warming 2 fires

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ADDITIONAL INFORMATION

NAVIGATION EQUIPMENT

Speed Instrument

Wind Instrument

GENERAL EQUIPMENT

Displacement(kgs)

ABOUT DAMIAN MCLAUGHLIN NEWICK 38 NATIVE

The DAMIAN MCLAUGHLIN NEWICK 38 NATIVE is a 38 feet long that boasts a 26 feet beam. This 1975 DAMIAN MCLAUGHLIN NEWICK 38 NATIVE, with 9 horsepower. The DAMIAN MCLAUGHLIN NEWICK 38 NATIVE comes equipped with spray hood. as well as being equipped with autopilot, gps, speed instrument, vhf, wind instrument.

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Native 38 : le trimaran de retour du futur

Comment ne pas tomber amoureux d'une silhouette aussi gracieuse ?

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• Le chantier : TECHNOLOGIE MARINE
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• Financez votre Native 38
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• Disponible dans le numéro 175

Prix de l'essai 5.00 €

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et bénéficiez d'une réduction !

Les trimarans de Richard Newick sont entrés dans la légende, cette reconnaissance signifie-t-elle que leur nombre est définitivement limité à la flotte de collection existante, ou des remises en chantier sont-elles probables ? L’avenir le dira, mais nous avons voulu profiter du lancement d’un modèle Native 38’ restauré pour envisager une réponse positive à cette hypothèse et procéder à un essai (presque) comme s’il s’agissait d’une unité contemporaine.

Le sorcier du Maine (surnom de Dick Newick) est un Ocean Surfer !

En 1979, lorsqu’il reçoit la commande de Moxie (50’, futur vainqueur de la transat 1980 et 3e trimaran Newick de Phil Weld après Gulfstreamer et Rogue Wave), Dick a quitté St Croix, l’île des BVI qui a vu maturer sa pensée architecturale et naître ses premiers trimarans. Il vit maintenant dans l’île de Martha’s Vineyard et anime un groupe qui influence architectes, coureurs et constructeurs de la côte est des USA, le chaudron bouillonnant de la créativité mondiale de l’époque. A la fin des années 70, Newick est unanimement reconnu par un petit sérail de coureurs (surtout américains et français), auquel se mêlent quelques journalistes spécialisés et un noyau de touche-à-tout éclairés. Les succès en course des Newick frôlent pourtant le malentendu, car la production de l'architecte n’est pas tendue vers ce but, il s’agit plus d’accomplissement personnel. Son interprétation visionnaire des lignes d’eau héritées du passé polynésien, à la fois intuitive et calculée, se combine avec une expérience directe de l’eau vive (en 1955, Dick Newick sillonnait l’Europe du Nord en kayak !). L’appropriation immédiate et magistral...

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Responsive Damfino is a classic Newick tri

From the Morris 36 to mega-W-class beauties, a growing fleet of elegant day sailers with minimal accommodations reflect the resurgence in demand for boats honed to make fun, fast jaunts or quickly reach and explore favorite cruising nooks for a weekend. Typically, though, these boats have reverted to the classic aesthetics of western yachting’s past eras. Shedding new light on this field comes the design Spark , realized in the recently built Damfino , from Dick Newick’s innovative design board. Newick also values Western traditions. “I’ve always been a great disciple of L. Francis Herreshoff’s writings and designs,” he says. He’d owned a Herreshoff kayak early in his career, and even the design for Spark , which Newick calls “a three-hulled Rozinante , a gentleman’s day sailor,” tracks L. Francis’s wake.

If modern multihulls can claim to be classics, Newick has contributed more than his share. His shapely plywood trimarans have remained in charter service since their launchings in the 1960s. His fleet of historic racing machines includes Moxie, with which the late Phil Weld won the 1980 Observer Single-handed Trans-Atlantic Race (OSTAR), and the Atlantic Proa Cheers, a boat form he invented. Newick virtually created the fully sculpted multihull, too, not the easiest to build with nary a straight line in sight, but as organically functional as, and at home with, dolphin and birds of the pelagic realm.

For Newick, getting a boat to feel alive at sea, at ease with wind, wave and pure speed, has always trumped loading it down with what he calls “all the modern inconveniences.” Indeed, Damfino , the elegant prototype of the Spark design built by Jim Conlin, lacks not only air conditioning and fridge, but also inboard engine, windlass and even stays. From her demountability for transport, self-tacking sails, big comfy cockpit, and a sturdy, skeg-hung rudder to daggerboard canted forward to reduce tip vortices, Damfino combines practicality with performance optimization.

The 65-year-old Conlin is no snubber of tradition either, but his Alberg 35 had become a bit much for day sailing. Conlin saw in Spark something that didn’t require athleticism or difficulty to get underway quickly or to make lots of knots. Like Rozinante , Damfino would prove easy on the eye and across the sea.

Conlin had considered production boats, like the Ian Farrier-designed F-series trimarans, but found Spark ‘s hull shapes and weight less compromised by the folding systems F-boats employ. He used glass and epoxy over Core-Cell foam core, with carbon in the cross-arms (akas) and carbon masts to create a boat less than a ton empty, 3,000 pounds loaded, so Damfino slips along effortlessly.

The main hull is classic Newick, with springy sheer, well-flared bow, and very slim lines. Newick chose to mirror Rozinante ‘s canoe stern, though he prefers employing transoms, but all his boats are very V-d aft and nearly double ended anyway. The amas, or outer hulls, reveal a more notable Newick evolution. His early amas all featured lots of sheer and rocker, with sections sharply V-d and volumes that would float a bit more than the total boat’s weight if the ama could be pressed under water. His recent Traveler 48 showed influence from Euro-racers whose amas became as long and straight as pointy-ended cigars and displaced up to twice the boat’s weight, but they were honed for power reaching and flying the main hull in winds in the teens. They give a much bouncier ride close reaching and upwind. The Travelers are less extreme, but Damfino devolves further. The amas submerged would still displace a hefty 140 percent of total boat weight to maximize power and keep the akas well above water, but Newick uses almond-shaped sections (points down) and has returned to using significant rocker on the ama bottoms to soften the ride, particularly upwind, and sweeping sheer to keep the ends up. Tiny transoms should not drag water because, by the time they are depressed, the boat will be going quite fast, enough to avoid it.

Damfino can sail up to the wind speed from 2 to 12 knots, and in stiff winds can clock 10 to 13 knots to windward and close reaching the high teens off the wind. As the boat accelerates into the teens through oncoming chop, the windward bow wave can slash off the main hull’s flare and get blown back up and to leeward, “giving you the firehose experience” in the cockpit says Conlin, but one must accept that typical cost of speed, and Conlin will soon fit a dodger. Peter Johnstone grew up with performance boats, being part of the Johnstone clan that created J-boats. As principle of Gunboat catamarans, he’s also a veteran performance-multihull sailor. After a shakedown spin on Damfino , he concludes: “On a reach, the thing was just magical. It was wet, but as you would expect at that size (and doing 18 knots). It has a comfy cockpit and did everything it was meant to do &mdash a simple, comfortable, fast day sailer for an older guy who’s going to be short handed.”

Simple sail handling is aided by self-tacking sails on unstayed carbon sticks. Newick developed his cat-yawl rig starting with an earlier 36 footer White Wings . Damfino ‘s 35-pound mizzen is a rather conventional full-battened sail with wishbone boom, which helps control twist when using a sheet to the centerline. The 130-pound mainmast supports a modified Lungstrom rig, first developed in the 1930s, with double-panel mainsail set on sail tracks. Sailing downwind, one can open the mainsail to fly its port and starboard panels wing and wing. Conlin can stretch the windward panel out and forward as he bears off, allowing the crew to tack downwind, a preferred tactic for speed and comfort, even for quite modest performers, but one Newick thinks would be enhanced using a whisker pole. High-molecular-weight plastic mast bearings allow the crew to easily rotate the mast to reef, even in heavy airs, but as the sail rolls, it does shift the center of effort well forward, making the mizzen essential to maintain balance. A mizzen staysail, which can be turned upside down to form a jib on the foremast, would increase horsepower even more, especially in very light airs, but Conlin finds the boat’s performance quite adequate without them.

Like all prototypes, Damfino has had to face her compromises and teething aches. He’s had to tune the stiffness of the vertical carbon battens on the main. Cutting and setting sails to accept what can become several feet of bend in the unstayed mast also is an art. Conlin acknowledges that you really don’t want to be caught having to short tack out a channel, because the boat needs to get up to speed to come around. The flat mizzen can help stall a tack by pushing the boat back into the wind, so Conlin has learned to sometimes ease it off. The amas also sit 2 inches lower than designed, says Conlin. On a racing machine, if the boat could remain perfectly balanced at rest, the amas would both hover well above the water. In reality, the racer leans over on one side, then flops over as the boat sways about, a discomfort for cruisers but essential when tacking an extremely wide boat so that it doesn’t have to drag its long leeward ama around in a big arc before the ama lifts and allows the boat to come off on the new board. Damfino ‘s amas steady her at anchor, but Conlin plans to raise them on future boats to aid tacking.

As for cruising, some sailors will always wince at the paucity of staterooms in this 28-footer, but even on his smallest designs, Newick always has supplied the essentials to an offshore crew &mdash a secure and generous berth, place to navigate and galley space. Damfino features a big double berth and enough counter space for a small cooker and compact nav station, which these days may require not much more than a GPS. Conlin plans little cruising, but Johnstone concludes, “I could see cruising that boat in the Exumas for a month or two, no problem,” a trip enhanced by the boat’s minimal working draft of 2 feet (depth of rudder; board up). He adds, “The boat has a lot of room below,” and though that may be a relative measure, Newick echoes quite a rational cruising brief: “I could spend summers on that boat alone or take Pat (his wife) on weekend cruises.”

Newick would not hesitate to take the boat offshore to Bermuda, either. Although small for such purpose, Damfino is a powerful successor to Newick’s famous 31-foot Val trimarans, which are not much bigger and have sailed across oceans many times, including one placing second in the storm-ridden 1976 OSTAR, finishing right behind a maxi-racer (and penalized 236-foot schooner). There’s good reason Newick was inducted into the North American Boat Designers Hall of Fame, and Damfino is sure to spark continued interest in all his boats.

Steve Callahan is a sailor, naval architect and author of the book Adrift: Seventy-Six Days Lost at Sea , which tells the tale of his struggle for survival after his boat sank in the Atlantic. He is also co-author of Capsized.

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38 foot trimaran Id

Discussion in ' Multihulls ' started by markstrimaran , Jul 27, 2018 .

markstrimaran Senior Member

Anybody know any thing about this boat. Its supposed self built by a "mc Donald" in 1982. Foam cored  

It's a center cockpit, aft cabin. 23 hp Volvo diesel. Any ideas on fair market value?  

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bruceb Senior Member

I can't tell much from that front view, but it looks typical of the tris designed before the mid 70's. I don't think any Crowther's look like that. I sort of watch the market here in the USA for tri's under 40 feet, and I would expect that sort of one with glass hulls to actually sell around 20K unless it is in poor condition(-) or really well fitted out (+). Condition is everything at that age. Decent multi's seem to sell for more on the west coast than the east. A really! desirable 36 just sold for 22k on the mid east coast. There just isn't much demand or acceptance for smaller multi's that don't fold. B  

12 foot trimaran, can someone tell me if this center hull looks about right?

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NEWICK NATIVE 38' (sold)

• +33 6 88 09 46 68
• www.multicoquesconsulting.com
• Lying RENNES, France

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Description

NEWICK TRIMARANS ARE SO MANY "STRADIVARIUSES", almost all of which are being restored by enlightened conservators, and their heritage value is rising by the day. This is the last trimaran on which the architect raced in San Francisco Bay a few years ago. It is in collector's condition, DO NOT LOSE THIS OPPORTUNITY! (VISIBLE IN FRANCE) Exemplar in collector's condition with a recent carbon epoxy mast (W.Greene). Perfect presentation. Short list of recent modifications. 2022 "Den ran" running rigging set Textile standing rigging 2022 "Den ran HARKEN 2022 genoa roller and tracks All Purpose Genaker 2022 Hull paint 2022 and deck paint 2023 Liferaft 2019 purchased in 2021

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About Dick Newick 1926..2013

By dick newick.

Newick's plans are the result of over forty nine years of designing, building, and sailing all types of multihulls, starting with a catamaran and several trimarans in my Caribbean day charter business, one of which is still sailing. Fiberglass sheathed plywood with strip planking below the waterline was the usual construction then. Present designs can be built of fiberglass and epoxy with cedar or foam core, using Kevlar or carbon fiber as the budget allows.

Most of these designs are made one at a time by small shops or by their owners. Conventional wisdom says that mass production boats are the best value. Not necessarily! They are usually found in the middle of the quality scale. The best boats are still built one at a time by proud craftsmen with modest overhead budgets, (as it is ashore; tract houses suit some people, but most of us prefer individually built homes).

Safe, seagoing performance and good looks are Newick design priorities. No waterfront cottages! High performance is an overused and often purposely vague advertising term. As used by me, it means the ability to sail safely and comfortably, faster than winds up to about 14 knots and to achieve over 20 knots in ideal conditions with a minimum of effort. The primary reason to buy a Newick design is to SAIL!

We all want high performance with comfort and low cost. Since the three cannot be combined in one vessel, priorities must be established and compromises made. Seagoing comfort can be very different from what is comfortable in a marina. Too often comfort is defined merely as interior volume. I prefer to consider three factors: (1) easy motion in a seaway, (2) peace of mind, and (3) interior volume. Who can be comfortable with the environment and stomach jumping around while concerned about stability, slamming, or worse? Waterline beam is closely related to both speed and easy motion at sea. A beam to length ratio of about 1 to 11 has worked well on my designs. For wider cabin soles we give up seagoing performance. Before making that decision, it is desirable to go to sea in a good boat to experience the trade-off. The same can be said for daggerboards vs. shallow keels. Windward ability is proportional to draft. Knowing the joy of going to windward at 10 knots comfortably can change your design priorities. Stock designs can often be economically modified for your exact requirements.

Born May 9, 1926 in Hackensack, N.J. Died Aug. 28, 2013 in Sebastopol, Califonia, at age 87.

Dick Newick, Sailboat Design Visionary, Dies at 87 New York Times, September 15, 2013

Hommage à dick newick "the wizard is gone", golden oldies, eight bells: dick newick scuttlebutt sailing news, september 2nd, 2013, intuitive dynamics.

article by Steve Callahan Professional Boatbuilder Magazine #122, December/January 2010

"The venerable Dick Newick, a pioneer in sailing multihulls, continues to deliver designs whose simplicity and grace, even at rest, are evocative of seabirds. His fast, safe, ocean·proven multihulls can truly be said to have been ahead of their time."

Inducted into the North American Boat Designers Hall of Fame

SAIL magazine article, March 16, 2008 Legendary Designers Jack Hargrave & Dick Newick Inducted Into Boat Designers Hall of Fame Westlawn Institute of Marine Technology

Profile and interview with Dick Newick on NEMA (and a tribute to Walter Greene), from www.nemasail.org

Water Wandering in the Low Countries by Richard C. Newick, "The Rudder", September 1956, p.7

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