October 2020 — LRC-3 has been equipped with a Victron Cerbo device allowing all vital vessel parameters to be checked…
Warning: "continue" targeting switch is equivalent to "break". Did you mean to use "continue 2"? in /www/wp-content/themes/jupiter/framework/includes/minify/src/Minifier.php on line 227
After designing the LRC58 (2013) and the LRC78 (2017) Dennis Harjamaa, the NZ architect of the Long Range Cruiser has decided to fill the gap between the two. In March 2020 the LRC65 design came to life.
We have joined forces with a number of prospective owners and we received feedback from one of the European yards, which all contributed to the design. We are now at the third design iteration.
The architect has kept the hull as narrow and low volume as he thought he could get away with while making the boat feel considerably more generously proportioned than the LRC58. The length of the hull is 20m and it is 5m wide, including the rub rails. This still allows the boat to easily fit into European harbours and sail the French canals to or from the Mediterranean besides passage making of course.
The alloy weight estimate is 7.75 tonnes, compared to 5 tonnes for the LRC58. The displacement will be 20t-22t.
The two layout versions GA 5 and GA 6 have a different galley, settee, and helm station positions, as well as a different position of the staircase leading forward. This could be interchangeable between the two layout options. The central helm, further outboard stairs would make it easy to modify the port side of the downstairs salon into an extra guest cabin if required.
The starboard side settee has been made longer, and the galley a bit shorter.
Bulkheads are shown between the salon, master cabin, and master bathroom. It would be possible to move this aft by one frame, making the salon 2m long and thus making the master cabin more generous.
The guest cabin downstairs has more than generous standing headroom at the entrance. The guest cabin either comprises a double bunk or twins as shown in the two layout versions.
The workshop/tech space is quite big. Access to the workshop/tech space is from the cockpit, and there is generous standing headroom. There is also internal access to the engine room through the day head shower in case of the twin-engine setup.
Two engine options can be chosen for the twin model: Beta 75 or John Deere 4045 DTF 70 (80hp). Both engines are naturally aspired. A ZF45-1 gearbox with a ratio of 3.471 gives a propellor diameter of 700mm. The cruise speed is 10 knots. The rudders would be basically identical to the one in the LRC58.
The single-engine option will have a turbocharged four-cylinder, 130-160hp engine.
Currently, we are looking at engines supplied by SABB who make the CPP gearbox of choice and can therefore supply the whole driveline (Deutz, Iveco, and AGCO Sisu).
The single-engine version will have a 900mm diameter propeller. The single-engine version will also cruise at 10 knots.
A get-home solution will be added, either in the form of a small diesel engine or an electric motor. The small diesel engine could be fitted with a big alternator, and function as a DC generator when not needed for backup propulsion. This way the engine gets used regularly and can be trusted to be fully functional when needed in an emergency. The electric get-home option will be a complete system including Genset and batteries, which would also function as the house bank. We are looking into different suppliers.
It is possible to install hybrid propulsion (electric motor(s) plus Genset plus batteries) but the costs for this type of propulsion still exceed the diesel equivalent costs considerably.
The water tanks (2) are holding 1680 liters (443 gals) and the fuel tanks (3) are holding 6200 liters (1637 gals).
No radar mast is shown yet but will be positioned with thought given to the solar panel layout. The solar panels are the standard size, 1956 x 992mm so it should be an affordable proposition to fit 16 panels for a yield of at least 5 kWh.
A gyro stabilizer has been positioned in the workshop, under a bolt-on access panel in the cockpit sole above for easy installation/servicing removal. Of course, fin stabilization would fit as well, positioned in line with the washing machine.
The anchor has been mounted off to the side in order not to increase the maximum length overall of 20m. A strong and smooth hawsepipe is added to the very bow for the snubber. The forepeak design is similar to the LRC58, with good access to the windlass, chain locker, and bow thruster if installed.
Twin- vs single-engine setup and cockpit layout
A single-engine installation could be done with only a single access door into the engine room from the workshop on the starboard side. This would allow the cockpit port side seat to be made wider, maybe even an L or a U shape, with a fixed table.
Then the starboard side seat could be deleted and a workbench or an outside kitchen bench with barbecue and sink added instead, under which would be the headroom for the engine room.
The arch tender lift will be far easier to use than the previous versions. Only a couple of manual block and tackle systems needed, no electrics. Simple!
Pricing and availability
We have been in touch with the two European yards (Aluboot, Naval Yachts) who are appointed by us to build the LRC65. Since prices of aluminium and systems can vary a lot we cannot at this point set a firm-fixed-price. Another variable that influences the ultimate building costs is the choice of options such as main engine(s), stabilizers, stern truster, air conditioning, hull type finishing, sewage system, and ultrasonic antifouling protection system.
The design cycle is not completed yet. The architect is working on laying out the cut files and executing the necessary computations such as strengths, hydrostatics, and stability calculations. We expect these activities to be finalized in the April/May time frame.
For more detailed information please send us an email.