marstrom 20 catamaran

Marström M20

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• Last update: 20th March 2020

Marström M20's main features

Marström m20's main dimensions, marström m20's rig and sails, marström m20's performances, marström m20's auxiliary engine, marström m20's accommodations and layout.

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1997-2003 A Brief Tornado History

International Status was granted to the Tornado as a result of its outright winning of the IYRU Trials held in England. The next step, adding the Catamaran event to the Olympic program, occurred two years later, with the result that the first Catamaran event, sailed in 1976 in Canada, was sailed in the Tornado. The Tornado is an outstanding example of a class that was designed specifically for Olympic competition that has become a successful International class on its own merits.

The Tornado has since remained unchallenged as the ultimate one-design catamaran. With its modern, stylish rigging and sleek lines the Tornado is quick to catch the eye of any water-drawn on-looker as it speeds across harbors, lakes, and oceans in over 30 countries around the world. With its ability to reach speeds of 15-18 knots upwind and downwind, and 33+ knots reaching, the Tornado is truly the purists’ speed machine.

Over 4,800 Tornados have been built, with 1,200 class association members worldwide. In 2004, on the Saronikos Gulf in Greece, the Tornado will be sailing in its seventh Olympic Games.

Except for refinements in technical details – improvements in hull, sail, and spar technology, better blocks and lines – the Tornado was unchanged from its beginnings in to the early 90’s. Then, as a result of the increasing popularity of other, smaller catamarans, the Tornado class undertook a major development program in 1993. It was specifically to respond to a request from the IYRU to search for ways to improve the public and media awareness of the sport of yachting, and secondarily to answer the possible challengers to its ‘top cat’ role.

Two weeks of intensive on-the-water testing and development took place in Miami, following considerable discussion and planning. Among the participants were the three medalists from Barcelona as well as designer Reg White. The International Tornado Association spent nearly US$22,000 on the testing, evaluation, reporting, and finally balloting process to the class membership, to find the fairest and best ways to improve the class and the sport in ways acceptable to the sailors.

The testing involved 10 standard and fully competitive Tornados, one boat with a larger main and jib, and two boats with a variety of sailplans that included spinnakers of up to 32 sq. m. Fourteen races were run over the testing period in addition to in-line speed and handling evaluations.

As part of the testing process, new courses were also used, most involving a leeward gate.

Following the testing and regatta, the following points were clear; the larger main/jib combination was only marginally faster than the standard rig, and the spinnaker boats were a surprise, only beating the standard rigs in 2 of the 14 races. The ITA then balloted the class membership, with not only the conclusions but also all of the data and the testing procedure, helping to provide insights to the rig selection process.

A two-thirds majority is required by the class constitution to implement any change; this majority was not reached, the class voting against the expense of a change with no real benefit to sailing. Thus the class retained the same sailplan for the next two Olympics. The course changes, giving the possiblity of better spectator access and greater media coverage, received the votes necessary to be adopted by the class.

The Class felt then that the changes in course, rather than changes in the equipment, would have a greater impact on public awareness and media coverage. Courses are adjustable in length for wind, thus giving a fixed racing time for the event, and the shorter-than-before course also tend to keep the boats closer, making the racing more exciting and more easily viewed. The fixed Start/Finish lines also is a help, allowing faster turn-around times between races. The new course formats have been in use in the World Championship beginning in ’93, and have proven popular with both the sailors and committees, and are continued today.

The issue of changes in the boat were revisited in 1999, when the ISAF decided to have a Multihull Evaluation Trials in France to look at “possible replacements” in the Olympic program for the Tornado. At the time, there were a number of technical changes in materials that allowed for better spinnakers, and better control, and there were then a number of successful double-trapeze plus spinnaker catamarans on the market in the Tornado size range – 20 feet – that were becoming popular.

The Trials were interesting. Except for the custom, all-carbon Marstrom 20, the standard Tornado dominated upwind, beating all production challengers from Hobie, Nacra, Mystere, and others. Only by piling on sail area, plus a spinnaker, were any of the challengers able to beat the Tornado around the race course, and even then the advantage disappeared as the wind increased. But the extra athleticism needed to sail with a double trapeze, and the extra visual interest provided by the spinnakers, was undeniable, and the final outcome was that the ISAF decreed that the equipment for the 2004 Olympics would be the “Tornado with double trapeze and spinnaker”, and left it up to the class how to implement the changes.

The class took an approach that allowed some development and testing, with the goal of keeping crew weight in the same range as with the old rig. The final result, approved by the class in early 2001, were both evolutionary and radical. First was a new mainsail with a flat top and more area, providing more heeling moment to compensate for the double instead of single trapeze and help keep crew weights with the same range. Second, done to clear the trampoline to make spinnaker work possible, was to redesign the jib. The new jib had the same area, but was longer on the luff and shorter on the foot to allow it to be sheeted to the main beam. Interestingly, this change, moving the sail area forward, overcame one of the Tornado’s handicaps, tacking, and made this maneuver much easier. The innovation of a self-tacking jib appeared later in 2001, and was quickly adopted by the entire fleet. Finally, of course, there was the spinnaker, and the class set only size limits, allowing the question of spinnaker handling equipment to be settled on the race course. Again, the advantages of spinnaker launching tubes quickly established themselves, and became a class standard. Interestingly, the two biggest boathandling improvements, the self-tacking jib and the spinnaker tubes, were quickly adopted by the classes below the Tornado, especially the International Formula 18, which was becoming the Tornado trainer for future Olympians.

Crew Weight

The one-design (as opposed to one-manufacturer) Class Rules have allowed the Tornado Class to insure close racing from sailing like-designs, but with the ability to alter the shape of the sails within the approved sailplan to control power. This has allowed teams to be competitive regardless of weight combination or stature, an important feature of the Tornado that has survived the years and the change to the new rig.

The problem often associated with one-manufacturer classes, where in addition to the boats the sails are also strictly controlled, is that a standard weight/height combination dominates. With the ability to alter the sail shape within the Tornado sailplan has resulted in a class where minimum crew weight is not necessary; in the final results in a Tornado event, it is common to have teams whose total weight varies by 40 kg to appear in the top 10.

Another advantage of the one-design concept with multiple manufactures is the freedom to allow competitors to build such things as rudders and boards, and to do their own rigging. This insures increased strength and extended competitive life of components as modern materials become available at lower cost. An example of this; from a one-manufacturer class rudder replacement can become costly if the materials chosen by the manufacturer years ago cannot be upgraded. Over the years, the Tornado class rules have changed to allow for material improvements in many of the details, especially sails, to take advantage of improvements.

Rigging also has high replacement cost. If a manufacturer chooses lower-grade materials to keep the “new purchase price” low in order to be competitive in the retail market place, it is the active competitor who pays extra by having to constantly replace the lower-grade components. A fine example of this is the traveler on modern catamarans; on the Tornado, modern technology has lead to a dramatic decrease in replacement costs, as parts can be mixed from a variety of sources.

Pieces of the absolut first wooden Tornado ever build back in 1967 K 1 ( later KA1) by Reg White are now in Australia owned by John Forbes, who had the chance to buy the mostly damaged hulls some years ago(2020).

First Boat 1967

Life Expectancy

The natural technological evolution of materials, plus the push for the sailors for stronger boats at the same weights, has allowed the Tornado Class to increase its competitive life dramatically since the late ’80s. While having a reputation as fragile and short-lived back in the ’70s, the modern Tornados have racing lives of 7-10 years, probably with the availability of much reliable technology and hardware like these  bronze boat screws . Many of the world’s Tornado sailors, who actively race in other catamarans, know well that the modern production boats have top-level racing lives of 1-3 years.

One of the major causes for the low resale value of the one-manufacturer boats is that they are often supplied at major events. This saves the competitor no money, since they have to have the boats to qualify to get to the top events. These supplied boats, which are then sold cheaply by the manufacturer after the event, actually hurt the most active racers by lowering the resale values of their won boats.

The rules of the Tornado class have also resulted in sails that have long racing lives, the result of the competition among sailmakers for quality and durability. One-manufacturer sails, on the other hand, are mass produced at the cheapest price that the manufacturer is willing to gamble with, from materials that are not the quality of open classes. The result again is that the racing competitor pays more, buying more sails to stay on top.

Class Rules

Rules are modified as needed and wanted by the sailors themselves, to allow the Tornado to advance with modern technology yet always considering the long-term effectiveness of the changes.

The Olympic status of the Tornado has brought some of the finest sailors from all over the world to the class. With over 22 nations regularly attending the annual World and Continental championships, and with the medals won at the Olympics going to sailors from all the continents where the boat is active, the Tornado has a world-wide level of racing matched only by a very small handfull of other classes.

The Class Rules allow the boats to progress with technology and let modern materials such as carbon fiber, nomex, epoxy resins, and high-grade aluminum to be used as they fall in price and can be incorporated into the boat, resulting in constantly improving quality. This helps resale values and enables the Tornado to maintain its marque as the ultimate speed machine; to this day, closing in on 40 years after it birth, the Tornado is still the fastest one-design production boat in the world.

For the immediate future, the class is concerned with ways to bring in more modern, lighter materials while maintaining the one-design nature of the boat, and done in such a way that the purchase price of a new boat can be contained.

The Tornado: in its first Olympics, it was the fastest and most spectacular of the Olympic classes. Now, after the turn of the century, it is still that boat, the fastest, most exciting,most spectacular of the Olympic boats.

This article originally by John Forbes of Australia, 5-time World Champion and Bronze (92) and Silver (00) medallist, with updates by Jim Young, one of the major coaches in the class since 1981.

WOULD YOU LIKE TO BE MEMBER OF THE TORNADO CLASS?

Meet the tornado.

Catamaran Twin Dbrd.

Specifications MARSTROM 20

20.00 ft / 6.10 m - 2001 - Goran Marström - Marström (SWE)

MARSTROM 20 Sailboat Data

Hull Type: Catamaran Twin Dbrd. Rigging Type: Cat (rotating spar) LOA: 20.00 ft / 6.10 m LWL: 18.04 ft / 5.50 m S.A. (reported): 237.00 ft² / 22.02 m² Beam: 10.00 ft / 3.05 m Displacement: 254.00 lb / 115 kg Max Draft: 5.41 ft / 1.65 m Min Draft: 0.98 ft / 0.30 m Construction: Carbon epoxy w/Nomex core First Built: 2001 Last Built: 2005 Builder: Marström (SWE) Designer: Goran Marström

Information from  sailboatdata.com .

Hull Speed: 5.69 kn

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• Boats and Items for sale

Marstrom M-20 For Sale

By John Forbes , November 14, 2013 in Boats and Items for sale

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John forbes.

Marstrom M-20 Catamaran For Sale.

http://www.marstromm20forsale.com

Rarely used, this catamaran offers the highest quality build off-the-beach catamaran available.

See website for photos.

Carbon Fibre hulls, mast, spreaders, boom, rudders & stocks, dagger boards, tiller & cross bar, spinnaker pole and struts.

Rigging: Rod diamond wires, Dyform stays with carbon chainplates, spectra trapeze lines.

Hull Colour: Pearl Blue (pearl gold infused).

Spars: All spars are painted in clear coat carbon finish

Specialties: Titanium rudder pintles, spectra rope rigging, Ronstan and Fredriksen blocks

Sail: Mainsail = blue Dimension 205HTP square (includes roll of spare material)

Spinnaker x 2 = Gran Segel (Olympic model) and Macdiarmid silicone coated

• Cadkat big wheel beach trolley.
• Rear hull supports.
• Speedwatch speedometer.
• Many spare parts including ropes, blocks and pulleys and rudder stocks.
• Fully registered galvanised tilt trailer with huge 3m x 1.5m colorbond sailbox.
• Full boat cover and full mast cover for ultimate protection.

Price (negotiable)

$20,000 Australian dollars complete

$18,000 Australian dollars without trailer and without Cadkat big wheel trolley

Contact John Forbes

(+61) 0418267755

[email protected]

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• Sailboat Guide

Marstrom Composite AB

Marstrom Composite AB Lucernavägen 9 593 50 Västervik Sweden Tel: +46 (0) 490 89580 Fax: +46 (0) 490 35302 email: [email protected] www.marstrom.com

Associations

• Tornado Class Association (International)
• Goran Marström
• Goran Marström/Kare Ljung
• Marc Lombard
• Rodney March

5 sailboats built by Marstrom Composite AB

Tornado Catamaran

Marstrom 20

M32 (Marstrom 32)

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About Marstrom Composite

Marstrom Composite AB: Marine Passion and lightweight design applied to your Mission.

In 1983, with a bronze from the 1980 olympics in his pocket, Göran Marstrom decided that he was not satisfied with the current crop of Tornado Catamarans he and his fellow sailors where campaigning. Inspired by the production processes for the Swedish JA 37 fighter jet Göran installed an autoclave setting about to build the best boats on the market. It payed off, from the 1988 olympics until 2008 – when the boat was phased out – Göran Marstrom and his partner Per Wärn had a virtual monopoly building the boats – and later carbon fibre spars as the class upgraded the boat.

The secret was not only to have the fastest boat on the circuit. Outstanding quality in the build meant that the boats saw no signs of structural fatigue even after 10 hard years of professional sailing. Irrespective of the area of use the same basic fact can be established: that high quality composite correctly designed and build will not fatigue. It is not only light weight, it is strong, stiff and durable. Low Life cycle cost is something which applies to all of our production.

In 1992 the production of boats saw the addition of  carbon fibre spars , Marstrom being one of the early pioneers of autoclaved spars. Spars, rudders and centerboards for classes such as the European dinghy contributed to building the brand. In 2004 Marstrom was commissioned to build the Volvo Extreeme 40 catamaran which was used for the inshore races for the 2005 race. Testsailing and racing the boats it became clear just how energy intensive the use of tender boats was making marstrom take the step into rib production. Through an intelligent application of autoclaved carbon hulls fuel consumption was cut in half combined with improvements in seaworthiness. The design philosophy of this tend is the basis for the long standing collaboration with Dutch Xtender.

With the heart and passion derived from its marine side the company diversified into industrial production. The likelihood is large that you have flown a great number of miles in a Boeing or an Airbus with a cargo system manufactured in Västervik under your feet.

We can successfully design, develop and manufacture any detail suitable for composite production: tables used for medical protone treatments, high end loudspeaker cabinettes, guntowers and windblade being examples. We are ISO 9001 certified closely cooperating with customers such as BAE systems, SAAB Aircraft and SAAB Kockums maintaining the focus on craftsmanship tradition while manufacturing to drawing in a traceable manner.

Composite products can be built in many different ways. By far the best is combining pre-preg material with curing under heat and pressure in an Autoclave, a method introduced by the aerospace industry and applied by Marstrom since 1983. Pre-preg is short for Pre impregnated: the fibre being impregnated with the epoxi base and hardener in exact proportions from the manufacturer with the resin formulated to start the hardening process only as heat is applied.

The Autoclave

An autoclave is a high pressure chamber. The technology has many applications, curing diver disease is one and cleaning medical equipment is another. Used for curing composites pressure is combined with heat. Compared to other ways of laminating composites there are major differences in quality where repeatability is perhaps the most important aspect: a good craftsman will achieve near perfect laminates with a very small percentage of failed parts.

With lesser methods imperfections are at best discovered with costs and delays as a result. In the worst case the deficiency remains in the structure causing long term fatigue of the part with an eventual failure.

Wet laminating or infusing composites vacuum is used to improve quality, but even at near perfect vacuum you can only get to 1 atmosphere /1 bar pressure. In an autoclave the pressure will routinely be 5 bars (unless it is a sandwich product you should expect this from your supplier – ask!) in our case with 8 bars possible for specific application.

The pressure will not only evacuate air, remaining air inclusions will generally dissolve into the epoxy matrix.

Even 35 years after Marstrom introduced the technology into hull building there is no better method to give you a solid and problem free product. We have 3 autoclaves, max length being 35 meters and maximum diameter being 2.2 meters with a capacity to stretch autoclave technology to fairly sizeable parts such as the pedestrian bridge you can find in the Industry / Automotive projects section.

Marstrom One Shot Process

Composite parts will often be built in several pieces joined together. A left and right half of a keel blade or a rudder, a front and back shell of a spar or hull and deck. Most products at Marstrom is built with the Marstrom One Shot Process building fairly complex parts, such as a multi-spoke wheel, as a one piece item.

This removes risks inherent in the joining process as well as improving performance. A typical keel blade or a rudder will “sing” at high speeds (surfing the frontface of a wave for example) due to imperfections at the leading edge with sound and vibrations being signs of turbulence and dissipated energy. In short: loss of speed while the equivalent Marstrom product will be smooth and silent even at top speed.

Translated into industrial applications such as a robot arm this can be translated into a product which can see higher loads before risk of failure.

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Marstrom Composite is always open for questions. You can write your question to us 24/7. Submit a request for quote. Do you have any exciting project you wish to know more about how we can realize? Contact us now, we will return shortly with answers to you.

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Lucernavägen 9 593 50 Västervik | Sweden Tel: +46 (0)490 89580 Fax: +46 (0)490 35302 E-post: [email protected]

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Marstrom 20 daggerboard.

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