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Carbon Fiber Boatbuilding

• By Chris Caswell
• Updated: July 14, 2016

Like the word stealth, carbon fiber has crept into our modern language, and you’ll find its distinctive black diamond pattern on everything from clipboards to refrigerators. It is an absolutely crucial material in the F-22 Raptor fighter aircraft, but probably not so essential in the glove-box door of your SUV. Carbon fiber has become a trendy decorating item.

Fiberglass was once heralded as the miracle material for boats, and it did, indeed, take a bite out of wooden-boat construction. Though it revolutionized boat construction, it didn’t quite prove to be the no-maintenance material originally promised (laughter in the wings), but it was a major step forward. There was a time, more recently, when Kevlar was touted as the be-all and end-all for composite boat construction.

Today, the magic words are carbon fiber. You’re going to see them bandied around by builders and dealers (and a few snake-oil salesmen) as the material hastening a new revolution. But is it really one?

Well, the absolute definitive answer is yes — and no. Carbon fiber has some wonderful properties, but it also brings higher costs and a few downsides. We got to experience it firsthand aboard the Paragon Super Sport 28 from Carbon Marine. Here’s what we found.

The Carbon Upsides We all know that fiberglass is a composite made from strands of glass that are woven into fabrics and reinforced with resin to create hulls and decks. Carbon fiber simply replaces those glass strands with filaments of carbon. On the chemical side, carbon crystals are shaped like honeycombs, and they align naturally into long, flat ribbons, which are then woven into a matrix much like a coarse fiberglass cloth is.

In the case of the Paragon Super Sport 28, the carbon-fiber matrix is bonded with high-quality vinylester resin, which is essentially what aircraft (Boeing) and car (Lamborghini) manufacturers are using in their high-performance products, as do high-end boatbuilders such as Viking Yachts.

Why carbon fiber? This is a three-word answer: lighter, stronger, stiffer. These are the qualities that have endeared carbon fiber to the aerospace, automotive and military industries. Here’s a breakdown of those attributes.

Lighter: In simple terms, if you can build an object in carbon fiber — whether a boat, car or airplane — that is lighter than a similar object in fiberglass, you’ll get more speed and better fuel efficiency. Carbon fiber has a strength-to-weight ratio about twice that of the S-glass used in most boats. That translates into the same strength at half the weight of fiberglass, or twice the strength at the same weight.

Stronger: Carbon fiber is stronger than fiberglass, so it adds extra strength to the equation, which is why the driver of the first McLaren carbon-fiber Formula One race car walked away from a major crash when the car’s surrounding “tub” saved him. A material that is stronger also allows builders to use less of it to achieve the original strength, and once again, lighter is faster and more efficient.

If you build a boat that is lighter with equal strength, you’ll spend less time at the gas dock and more time fishing or doing whatever it is you like to do while boating. Running the Super Sport 28, we saw 2 mpg at 51 mph, so Paragon owners shouldn’t count on Christmas cards from their fuel suppliers.

Stiffer: Stiffness is the last trait of carbon fiber, which has a modulus of stiffness about six times that of E-glass, an upgraded fiberglass used in boatbuilding. In real-world boating use, that stiffness translates into a hull that doesn’t “oil can” (flex at high speeds) or warp when it sits on a trailer.

Strength is obviously desirable, especially when it comes with the bonuses of lightness and stiffness. All these features are valuable assets when building a boat and make carbon fiber the new buzzword. You already see it in accessories.

Taco Marine launched a new line of carbon-fiber sport-fishing outriggers, which promptly won an Innovation Award at the 2016 Miami International Boat Show. Product development manager Jose Chao notes there was a learning process to take advantage of the material, but he adds: “Carbon fiber outriggers are an easy choice — they’re lighter, stiffer and stronger. We don’t need to use spreaders to support them, and with the growth of electric reels and big teasers, fishermen put a bigger load than ever on the riggers, and they handle it easily.” Taco makes 16- and 20-foot outriggers but, due to the spiral wrapping design, Chao adds, “We have to educate our clients as to what proper carbon fiber looks like.”

The Downsides Every silver lining has a dark cloud, and carbon fiber has a few, the first being higher cost. One manufacturer estimated the price of commercial-grade carbon-fiber composites to range from $5 to $20 per pound, depending on the variables, while fiberglass ran from $1.50 to $3. Some of that cost differential is mitigated by the fact that you use less carbon fiber (by weight) than fiberglass to build a boat, but the hard reality is that carbon fiber is a considerably more expensive material.

Do you need that extra cost? For a Formula One car, speed is measured in ounces saved, so it clearly makes sense — for a boat to take your family on an afternoon outing, perhaps not so much. However, you can’t disregard the “cool” factor. Those thousand-dollar rims on your SUV don’t make one iota of difference in speed — but they look great, and so does a carbon-fiber hull, as long as the builder uses clear gelcoat like Carbon Marine does. With colored gelcoat (as used by Yellowfin Yachts on its carbon-fiber models), you need to look places, such as under the gunwale, or in the bilge or engine bay, to see the black-fiber pattern.

Carbon fiber is also fairly inflexible, which makes it unsuitable for products that need to flex such as skis and helicopter blades. Baseball bats and boat bottoms are another thing, however, and you want these to be rigid. That inflexibility leads to one issue: Fiberglass will often warn of an impending failure by fracturing, whereas carbon fiber has a reputation for what engineers call “catastrophic failure.” That means that everything is fine right up to the instant when it breaks. That, of course, is not as much of an issue in a well-designed boat, but it’s still something to consider.

Another surprising downside to carbon fiber in boats is that it conducts electricity. Hook a battery to the stern of a carbon-fiber boat, wire up a lightbulb at the bow, and the bulb will light without wires. That makes construction more complex for builders because they need to insulate everything from the carbon-fiber structure.

It’s an issue also faced with steel yachts, so it’s easily manageable, and the American Boat and Yacht Council addresses carbon fiber in a technical bulletin (E-11) that essentially says to insulate anything that has power coming or going. Insulation should be used with everything, from electronics to something as simple as a switch panel, to prevent electricity from reaching the carbon fiber. That includes special care around through-hull fittings in salt water because salt water becomes an electrolyte that can lead to damaging corrosion and electrolysis.

Communication is another thing. While fiberglass is transparent to wireless signals, carbon fiber (like steel and aluminum) can reduce a Wi-Fi signal by up to 95 percent, according to Raymarine, which suggests taking care to separate electronics from carbon fiber by at least 4 inches to eliminate any ground effect that would inhibit the signals. It also recommends testing each area before drilling holes (which is good advice to heed anytime).

Carbon fiber also requires more skill in craftsmanship simply because of its color. Carbon fiber is black, so when a crew lays up carbon fiber, they have to be alert to spot any bubbles as the resin wets out, which can easily be seen in white fiberglass materials.

So there you have a look at carbon fiber. With it, you’ll get a boat that is faster, more economical, stiffer and lighter, plus has a better cruising range. And, if Carbon Marine is the new standard, an all-carbon-fiber boat also gives you an edge in having the newest and coolest boat around.

The Carbon Marine Paragon Super Sport 28 The Paragon Super Sport 28 from Carbon Marine is fast (high 70s in mph), super-strong, light (4,500 pounds with fuel) and drop-dead gorgeous. At the launch ramp, two men in a hot Tahoe stopped to take pictures, a guy in a new Corvette pulled in to scope it out, and even the Fish and Wildlife guys came over.

But here’s the thing: With the carbon-fiber fabric plainly visible under the clear gelcoat, everyone had to run their fingers along the hull. Owners of hot offshore powerboats with $30,000 paint jobs will be mightily irked that a Paragon gets more attention.

Pushed by a Seven Marine 627 hp supercharged outboard that looks like Darth Vader’s helmet, we hit 74 mph in early tests, even though we were seeing lots of propeller slippage despite changing props. This boat is so light and strong that no one knew how much prop bite was needed. Dialed in, I’d expect this boat to hit the low 80s.

A beautifully handcrafted center console, the Paragon is spare-no-expense first class, from the electric head in the spacious helm console to the gorgeous bright-red upholstery and more JL speakers than I could count. Where the gelcoat isn’t transparent to show the carbon fibers, it glitters silver from the aluminum powder in the gelcoat, and the SeaDek flooring provides traction and a cushy surface.

Underway, this is a waterborne rocket ship with impeccable manners. A touch of engine trim (on the Uflex wheel with paddle controls), and the boat runs fast and hot. We found a big trawler digging a hole and ran through its tall wake at 70-plus mph. Nothing happened — no slamming, noise nor sore knees. We went back and turned in the wake without chine-walking or control issues. We threw it sideways off the wake. The Paragon landed flat and soft and arrowed away. Even better, we were getting an astounding 2 mpg at 51 mph. At 74 mph, we recorded 1.2 mpg.

This boat ain’t cheap, but neither is a Lamborghini. This is about speed, looks and uncompromising quality. I loved it.

High Points *Drop-dead gorgeous from the carbon fiber visible in the hull and console, plus the silver shavings in the gelcoat that added sparkle. *Grab rails are everywhere for safety, along with padded coamings, bolstered seats and SeaDek flooring for comfort underfoot. *Incredibly fuel-efficient — even flat out, it gets better than 1 mpg. *Super-strong Armstrong outboard bracket is perfectly braced on the transom.

Low Points *Trim tabs are too high for good “bite.” (The builder is moving them.) *Expensive, although much of the price is the $100,000 Seven Marine outboard.

Price: $345,000

Cars, Planes and Boats Carbon fiber is not new to performance vehicles. Check out some of its uses in other forms of exotic transportation.

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Sailboat Review: Rapido 40

• By Mark Pillsbury
• May 6, 2024

In the great debate among sailors about what’s better—a monohull or a catamaran—both sides make compelling ­arguments. Monohulls are more efficient at going upwind. Their sufficient ballast ensures stability in a seaway. Some would say that a keelboat is just plain more exciting to sail. But cat lovers counter that they don’t care to “sail on their ear.” They’re willing to motor to windward if necessary, they enjoy the ability to pull up next to a beach, and they rave about the outdoor living space that two hulls afford. 

And then there’s the trimaran crowd, which, on a boat like the Rapido 40, gets the best of both worlds. Fast, flat sailing upwind and down? Check. Shallow draft for cruising in skinny water? Check. Lots of room to spread out on deck, and generous accommodations below for a cruising couple with kids or occasional friends? You bet.

The Rapido 40 is designed by the high-performance team at Morrelli & Melvin, and is built in Vietnam by Triac Composites. Rapido was co-founded in 2014 by Paul Koch and Richard Eyre. Koch is an old hand at trimarans—he was formerly president of Corsair—and he says that there is a market out there, albeit a niche one, for performance-oriented, oceangoing cruising trimarans. 

Rapido’s 40 is the smallest in a line that ranges upwards of 60 feet—its original model. Just sitting at the dock, the all-­carbon-fiber build is one sleek-looking boat. It has a rotating, spreaderless, double-tapered wing mast; a V-shaped boom; and a square-top main that’s paired with a versatile two-headsail sail plan. That sail plan includes a self-tacking jib for upwind sailing or days when it’s blowing, and a screecher set on a sprit. There’s also a continuous-line furler for off-the-wind or light-air conditions. 

Underway, that package provides plenty of horsepower, as my Boat of the Year judging colleagues and I would discover on Chesapeake Bay this past fall. It was a ride where we all vied for the dubious honor of top tiller hog.

In 10 to 12 knots with the small jib rolled out, we skipped along at close to 8 knots, according to the GPS. Things got really lively when we rolled up that sail and unfurled the big dog. Twelve knots and change was about top end for us in those relatively light conditions.

And boy, was the Rapido fun to sail! The boat has bench-style seats outboard to either side of the cockpit, so skippers can sit with the tiller extension in hand and legs stretched out, watching the world fly by. C foils in the amas are adjusted up or down depending on the point of sail; strategically placed electric Harken winches raise them, and gravity drops them down. Sheets and halyards can also be led to the winches, so, for a shorthanded crew, sailhandling—especially with the self-tending jib—is pretty simple.

A base model Rapido 40 runs just under $700,000, though the boat we sailed in Annapolis—with top-of-the-line North Sails, B&G electronics and a composting head—carried a price tag of $800,000 and change. Other options include a performance mast and electric propulsion. Lithium batteries are standard.

I’ve been on smaller tris, where the interior can feel cramped because of the relatively narrow beam of the center hull, but the 40 has more-than-adequate living space. An inline galley takes up the starboard side of the salon, with a dining table opposite. The raised cabin top and windows all around provide 360-degree visibility and 6-foot-6-inch headroom. Rear-facing ports are removable for ventilation and to provide better visibility forward from the cockpit. I liked the look of the carbon-fiber countertops and drawers, which felt light as a feather to open. And the composite work was clean as a whistle.

Beneath the cockpit, there’s a double berth that’s accessible through a cockpit hatch or from below. It would be a great place to stash the kids, and two single berths are an option. I’m told that in later models, the cockpit sole has been raised 3 inches, making the aft cabin that much roomier. The owner’s stateroom, with a double berth offset to port, is in a cabin forward of the salon, along with a head and shower.

Hulls and deck are foam-cored. The prepreg autoclave-cured components such as the bulkheads, boom, mast, C foils, structural beams and T-foil rudder are all made in-house. The main hull and amas (which fold in, reducing the beam from 28 feet, 10 inches to 19 feet, 3 inches) all have watertight bow crash compartments. The engine compartment, which houses a 30 hp Yanmar with a shaft drive, is also surrounded by watertight bulkheads, just in case.

Rapido US importer Bob Gleason—an experienced ­multihull guy and owner of The Multihull Source in Cape Cod, Massachusetts—had fit out the boat that we got aboard to keep the weight down. I still found it packed with all that I’d need for a comfortable getaway. Workmanship and equipment was ­top-notch, just as I’d expect on a boat built to go places.

Mark Pillsbury is a CW editor-at-large and was a 2024 Boat of the Year judge. 

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cruising sailboat ClubSwan 50

Overall length : 16.74 m Width : 4.2 m Draft : 3.5 m

... fin, is just over 2’000 Kg. The keel fin itself only being 160 Kg and built mostly of high modulus carbon fiber. The structural criteria for the carbon fin was specifically focused on eliminating flutter ...

cruising sailboat nano37

Overall length : 12 m Width : 2.6 m Draft : 2.6 m

... Downwind she is a rocket as well, capable of sustaining 20 knots with a big Code sail or gennaker. And her lightweight carbon build means that she performs well under sail even in light airs. So you will only need ...

catamaran 1170

Overall length : 11.9 m Width : 6.5 m Draft : 1.2 m

... cruiser is built to take you anywhere and at the perfect size for a couple or small family to start a sailing adventure. With carbon reinforced foam core structure throughout, the Seawind 1170 is built with safety in ...

trimaran PULSE 600

Overall length : 6 m Width : 4.5 m Draft : 0.22, 1.2 m

... RACING IN EVEN THE LIGHTEST OF WINDS The Pulse 600 is a compact big boat, not an oversized small boat. Featuring lightweight carbon reinforced construction, and the same vacuum-formed materials as the rest of the range, ...

day-sailer S30 Sportyacht

Overall length : 9 m Width : 2.46 m Draft : 1.2, 1.8 m

DOMANI presents the S30, a unique sailing experience, a synthesis of sportiness, luxury and design, all in one elegant sport yacht. Less is more, free time is precious A minimal approach, technically back to basics; less components, ...

foiling sailboat

Overall length : 4.2 m Width : 2.4 m Sail area : 11 m²

AWARD WINNING BOAT THAT’S TWICE THE FUN Airborne foiling or sailing with a daggerboard. Foiling is a sport that is here to stay. Foiling has been around for years but until now it helped to be an expert sailor and not too large if ...

cruising-racing sailboat 32

Overall length : 9.5 m Width : 2.8 m Draft : 2.1 m

Since 2006, ERYD daysailers have been synonymous with elegance, performance and innovation. They are instantly recognisable sailing in the Mediterranean, the Atlantic coast, and on lakes across the European continent. In 2015 the ERYD ...

cruising sailboat 43 GRAND PRIX

Overall length : 13 m Width : 3.88 m Draft : 3.1 m

Uncompromising performances. The hull has been studied and perfected through cfd, its carbon /epoxy structure, set back sail plan to favor the largest sail surfaces under carrying winds, double bridge allowing for 15 ...

cruising-racing sailboat GS 48

Overall length : 15.85 m Width : 4.5 m Draft : 2.8, 2.6 m

The Grand Soleil 48 is born from the cooperation between the prestigious Nauta Yacht Design team, the naval architect Marco Lostuzzi and Cantiere del Pardo’s Technical Dept. Their expertise resulted in an important Made-in-Italy project: ...

racing sailboat AC40

Overall length : 11.8 m Width : 3.38 m Draft : 3.5 m

Presenting the AC40, a scaled AC75 foiling day-racer designed by Emirates Team New Zealand and built by McConaghy. A one-design class that brings America's Cup foiling performance to a competitive racing circuit. With self-tacking ...

fast cruising sailboat Se 37 Lounge

Overall length : 11 m Width : 3.45 m Sail area : 76 m²

The Saffier SE 37 Lounge. A yacht that does not meet a standard, but a yacht that sets a standard: the standard of the Saffier SE 37 Lounge. A unique concept without compromise. Why choose when you don’t have to. Meet the new standard A ...

sport keelboat sailboat F15

Overall length : 6.1 m Width : 1.52 m Sail area : 14 m²

... we built another new mould and now offer a choice of non-slip on the foredeck. Most sailors choose to upgrade to having a carbon hull which makes the boat stiffer for longer. Boats are supplied as finished hulls with ...

catamaran YOUNG 57

Overall length : 17 m

The Young 57 “Earthling” was Greg Young’s first catamaran design and was built as a project for Mr. John McGettigen (owner of Bull 9000 Matador) and the final result reflects this one off approach, in that this catamaran is very unique ...

day-sailer 750

Overall length : 7.5 m Width : 2.05 m Draft : 1.7 m

... no backstay and the gennaker is dropped using a dropline. The hull and deck are made as a carbon sandwich using the infusion process. The mast is also carbon and the modern sail plan includes a self-tacking ...

classic sailboat M29x

Overall length : 8.9 m

... go-fast features like a tall carbon fiber rig from Hall Spars and high-performance 3Di sails from North Sails. A deep high aspect ratio fin keel to provide rock-solid stability and enhanced sail carrying ability. A carbon ...

catamaran ORC42

Overall length : 13.05 m Width : 7.4 m Draft : 1.5, 2.3 m

... access to the hulls is watertight. Security to thefts with the textile entry door. The rig is very simple: no spreaders ( carbon version), lower shrouds and staysail with short and stiff luff, which makes it more ...

cruising sailboat Flaar 24

Overall length : 7.23 m Width : 2.5 m Draft : 0.6, 1.8 m

... motorisation is a great help: it can be fitted with a built-in electric motor or an outboard motor. Outstanding performance Carbon composite hull and mast Low drag body shape Modern, highly variable sails Diamond ...

sport keelboat sailboat ELF-620

Overall length : 6.2 m Width : 2.5 m Draft : 0.36, 1.5 m

... telescopic carbon boom. ELF-620 is designed for full vacuum infusion production technology (polyester resin & Divinycell core) for price level under 15 k€ in basic complectation. But also can be made as clean racer from ...

catamaran SL 33

Overall length : 12.6 m

... baot more stabil and faster Already the standard SL 33 won many big races Structurally extremely well developed Top rigged carbon Code Zero could be sailed up wind and downwind - this makes the SL 33 fast in all wind conditions

catamaran TORO 34R

Overall length : 10.4 m

... Catamaran is in the final stages of releasing the TORO34R, equipped with foils, a 6.1m (20’) beam and a 15.9m (52’) mast. This all carbon version will exceed all the performances characteristics of the original model. ...

trimaran F-22

Overall length : 7 m

The F-22 is a new design that has been developed in New Zealand by Farrier Marine (NZ) Ltd. The production F-22 is now available and is being built in the United States. The F-22 was initially available in plan form for those who wished ...

fast cruising sailboat Code #

Overall length : 21'00" Width : 8'04" Draft : 2'07", 7'02"

... elegance with her dog-house roof, wooden deck and clean lines, the Code # is a Black Pepper in essence! Built entirely in carbon , like all Codes, she benefits from the latest developments in naval architecture and construction ...

catamaran Class 4

Overall length : 46'00" Width : 25'00" Draft : 43 in

Sailing on Class 4 is above all , to get the spirit of cruising back again. Pleasure to go from bay to bay faster than wind with light conditions (7kts speed with 5kts real wind) or make long passages, in safety with amazing performances ...

racing sailboat P30

Overall length : 9.14 m Width : 2.91 m Draft : 0.5, 2.3 m

... single and double hand sailing and works in a wide range of offshore conditions up to category A. This boat is not only a fast carbon boat, but also a concept for short handed sailing at low costs. Easy transport, launching, ...

catamaran LH 37 Sport

Overall length : 11.1 m Width : 5.5 m Draft : 0.85 m

... and safe An unsinkable nutshell The LH 37 Sport is completely laminated in Kevlar and Vinylester resin reinforced with carbon fibre. These materials make it sturdy and rigid, greatly increasing its performance under ...

racing sailboat X-TREME 37

Overall length : 11.3 m

The X-Treme 37, also known as the carbon beast! Amongst the first production yachts of its kind, the X-Treme 37 is an extraordinary performer designed by the award-winning Yacht Designers Reichel/Pugh and built using ...

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With the available 155 horsepower turbo-charged jet, the Carbon Craft 130 is incredibly powerful and agile. Paired with over 30% more interior volume and exponentially more storage than competitors, it’s easy for others to get tender envy.

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Home   ›  Blog   ›  4 Reasons a Carbon Fiber Boat is Better than a Fiberglass Boat

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4 Reasons a Carbon Fiber Boat is Better than a Fiberglass Boat

Published June 12th, 2018 by Bernardo

Modern boating technology is evolving, and people are becoming more and more aware of the benefits of a carbon fiber boat. If you’re wondering why to buy a carbon fiber boat, read about the benefits of carbon fiber over fiberglass. The key advantages of carbon fiber boats are in four main areas.

1. A Carbon Fiber Boat Weighs Less Than a Fiberglass Boat

Switching from fiberglass to carbon fiber can reduce the overall weight of a boat by as much as 20% or more. Upgrading to carbon fiber helps boats get the same performance using less material, and this leads to a lighter vessel. Thanks to this reduced weight from superior carbon fiber designs, boats become more efficient and faster at the same time.

2. Carbon Fiber Boats are Stiffer Than Fiberglass Boats

Carbon fiber’s superiority isn’t limited to the body of the boat. The improved stiffness makes it ideal for outrigger poles. Aluminum or fiberglass poles can whip back and forth in rough conditions, but carbon fiber will stay steady. This is perfect for those who want to troll for fish without having their bait flung around in the water.

3. Carbon Fiber Boats Provide a Smoother Ride Than Fiberglass Boats

Carbon fiber’s lighter weight helps the boat sit higher in the water. This allows carbon fiber boats to get over waves more easily. The enhanced stiffness also lends itself to smooth sailing, because the hull can cut through waves more easily. Smooth rides combined with stiff outrigger poles make deep sea fishing significantly easier.

4. A Carbon Fiber Boat is Stronger Than a Fiberglass Boat

In the unfortunate event of a wreck, passengers will be much safer in a carbon fiber hull. The extra strength helps it stand up to collisions and any other type of damage you might encounter. The strength and protection further allows weight reduction in carbon fiber vessels, because even a thinner hull can provide superior safety. Carbon fiber boats can restore a boater’s peace of mind even in rough conditions because these boats are much better than their fiberglass competitors at standing up to rough waves.

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Forte masts and booms are manufactured using 4-Axis Continuous Fiber Braided Technology originally developed for military applications requiring “super durability” – the ability to withstand bullet shots and to resist spread of damage.

Why Buy A Forte Carbon Fiber Mast?

Forte also uses proprietary process control computers to strategically place and braid each carbon fiber strand directly onto a precisely engineered mandrel. The finished mast is then consolidated and cured at high temperature.

Save Weight Aloft

A Forte carbon fiber mast weighs about half that of an aluminum mast. Weight savings aloft translates into increased righting moment and reduced pitching moment. In heavier winds, your boat will pitch less in chop. Increased righting moment means you can keep more sail up and/or sail with less crew under any heavier conditions.

Yes a carbon mast can be affordable! Our automated manufacturing process allows us to manufacture carbon spars with less hands-on labor than other manufacturers. This means lower cost for you. Also, with some aluminum extrusions becoming scarce along with the labor to have the extrusion tapered…You may be surprised how affordable a Forte carbon spar can be.

Double Life Expectancy

Carbon fiber masts require less maintenance than aluminum masts; carbon fiber does not corrode, and paint flaking associated with aluminum masts does not occur. And, because softer (i.e., lower modulus) aluminum masts are subject to greater fatigue than carbon fiber masts, a Forte carbon fiber mast has at least double the life expectancy.

Transfer Power Efficiently

Power created by your sails is transferred by your mast to your hull. Softer aluminum masts lose some of this power because of bending, flexing and vibration. Due to greater strength and stiffness, a carbon fiber mast efficiently transfers the power from the wind into forward sailing momentum for greater speed.

Meeting Every Requirement

Forte carbon fiber masts are engineered to meet your exact requirements. Your mast can be built straight or tapered, to your specified weight or stiffness. Localized reinforcements (additional material) are laminated into the spar at areas of high stress and locations of any hardware or holes in the spar wall.

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The carbon fiber tubing we use in the Mosquito Air Helicopter has proven to be very reliable and strong. Forte offers a good product at a very reasonable price.

Before and during the 2002/2003 Around Alone race, we broke every type and every brand of sail batten you can imagine. This is one thing about Ocean Planet’s unstayed (freestanding) mast, that it is very tough on battens. However, for the end of the Around Alone and for the Vendee, we are using custom braided S-glass/carbon fiber battens by Forte… Forte battens are incredible, and it is so nice not to have to worry about battens anymore.

Thanks for the awesome new mast for Strummer. It’s made a huge difference; she’s a much better boat, definitely stiffer and faster. We took 2nd (Class IV) in this year’s (2007) Bermuda 1-2. Lots of days in the 25-30 knot range. No problems with the rig at all.

My Forte mast is fantastic. It is light and extremely strong… two gales in the Bay of Biscay and three flying gybes (thanks to autopilot malfunctions) with the spinnaker up, and each time it came through unscathed. ACADIA Once I gybed in 30 knots of wind 2 miles from the finish with a full main and broke one of the running backstays, so no backstays on downwind… no problems.

Strong, light and fairly priced ~ a good value! That’s what our clients tell us about their Forte poles. And we appreciate having a reliable source of spinnaker poles to meet our clients’ expectations.

I would like to thank you, Tony and all the crew at Forte for the great service and excellent product. As you know, we were without a supplier for a mast, spirit and spinnaker pole for the new Rocket, and your company was the only one with a “can do!!”attitude. Right from helping us to pick the correct mandrel, creating the laminate schedule, to helping us construct the first mast, you went beyond the call of duty. We were nervous that the mast would be too stiff, and had lots of “nay sayers”, but when we set the rig up and went for our first sail, it was just what we were looking for!! Keep up the great work!!

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Carbon Craze in Fishing-Boat Industry

• By Jim Hendricks
• Updated: January 10, 2017

When someone mentions carbon fiber, you might think of a helm panel with that popular faux-fiber pattern. Yet genuine carbon-fiber construction has only recently begun to permeate the marine industry. It’s currently used by a limited number of marine manufacturers but will increasingly weave its way aboard our fishing boats.

Perfected in the ­aerospace industry, sophisticated carbon-fiber construction has replaced many traditional aluminum structures in new commercial aircraft. Boeing’s 787 Dreamliner, for example, uses carbon-fiber ­construction for half of its airframe to save weight while maintaining strength and stiffness.

The same techniques have been adopted by boat brands such as Barker Boats, Hell’s Bay, Maverick Boats and Yellowfin Yachts.

Carbon fiber cuts 20 to 24 percent of the overall boat weight versus fiberglass, says Wylie Nagler, president of Yellowfin Yachts, which has offered carbon-fiber ­construction in its boats ranging from 17 to 42 feet since 2015. Boats using construction are lighter because they require less material and resin, owing to the carbon fiber’s greater strength and stiffness.

“The lighter the boat, the more efficient it becomes,” says Nagler. Top speeds also increase. “We have found 6 to 7 mph increases in our bigger boats,” he reveals.

In addition, lighter boats tend to float higher, and that makes carbon-fiber applications ideal for flats boats, says Charlie Johnson, director of marketing for Maverick Boat Group (MBG). The Maverick line includes three Mirage flats models: the Maverick 17 HPX-S , Maverick 17 HPX-V and Maverick 18 HPX-V .

“Maverick’s flats boats use a combination of carbon fiber, Kevlar and Carbon-Kevlar fiber in a proprietary resin-infusion system known as VARIS,” Johnson explains. This results in boats that weigh about 25 percent less than comparable ­fiberglass flats models. “As a result, Maverick boats draw less water and are easier to ­push-pole,” Johnson says.

Stiffness Factor

Carbon fiber’s stiffness has led companies such as Rupp Marine and Taco Marine to use it for outrigger poles. “The stiffness of carbon-fiber poles eliminates the whipping action common to aluminum or fiberglass poles while trolling in rough seas,” says Jose Chao, strategic product category manager for Taco. This helps keep baits and lures from being unnaturally flung out of the water while trolling.

You’ll see increasing use of carbon-fiber construction in accessories in the next few years, Chao says. The stiffness and light weight of carbon fiber will supplant aluminum and even stainless steel in marine in parts such as seat pedestals. “The more weight you can take out of a boat without sacrificing strength, the more fuel efficient it becomes,” he points out.

While some brands offer entire boats built from high-tech fibers, others feature such construction only where extra stiffness is required. In MBG’s Cobia and Pathfinder lines, for example, carbon fiber is used to reinforce the foam-filled prisma beams supporting the decks in these boats, Johnson points out.

Shifting Weight

Building a carbon-fiber boat is not as simple as swapping out fiberglass with the high-tech fibers. Lamination schedules, resins and infusion techniques differ significantly, says Nagler. “Epoxy resins, for instance, are often used with carbon-fiber construction. But gelcoat won’t stick to epoxy,” he says. So a boat built with epoxy has to be painted.

Changing the overall weight of the boat also calls for re-evaluating the ­center of gravity (COG). Because the weight of the outboard engines doesn’t change, a carbon-fiber version tends to be more stern heavy and will ride bow high unless the COG is shifted forward for balance. Relocating elements such as the fuel, water and waste tanks effectively moves the COG.

One school of thought holds that heavier boats ride more smoothly because the heft tends to more easily slice through waves and cushion the jolts of rough seas. Yet Nagler points out that there are a number of factors that determine how smoothly a boat rides.

“The stiffness of a carbon-fiber boat is better at punching through waves,” he explains. “Plus, because the boat is lighter, it rides higher and can better get on top of the waves while underway to smooth the ride.”

UV Protection

Shielding carbon-fiber components from the damaging rays of the sun is particularly important, says Chao. Boats feature gelcoat or marine paint for UV protection, but carbon-fiber outriggers traditionally have been left uncoated. As a result, the fibers turn a cigarette-ash gray after a year or two of constant sun exposure.

To combat such degradation, make sure the carbon-fiber poles you buy feature a barrier coating. Taco’s carbon-fiber Tele-Outriggers, for instance, are sprayed with multiple applications of Awlgrip marine clear coat. “This provides long-term protection and keeps the poles looking good,” Chao says.

At the same time, proper care and maintenance is essential. This includes washing the poles with soap and water after every use to clean away damaging salt residue. Lubricating the contact points of telescoping poles with light oil helps keep salt from making its way inside the tubes and damaging the outrigger from within. If you don’t plan to use your outriggers for a long period of time, remove and store them indoors.

Electrifying News

Unlike fiberglass, carbon fibers conduct electricity. That poses a challenge for boatbuilders using this material because a boat essentially becomes one big conductor. “You have to be very conscientious about electrical grounding issues and where and how you run wires,” says Nagler. “We have learned how to do it properly.”

To minimize electrical issues, Yellowfin uses only fiberglass construction for its center consoles, where many of the boat’s electrical elements are housed.

The conductivity of carbon-fiber outrigger poles is also important to keep in mind when you are caught in a thunderstorm. Retract the poles as quickly as possible in such conditions.

Ultimately, cost represents the ­biggest impediment to the widespread application of carbon-fiber ­technology in boats. “It adds considerably to the cost,” says Johnson. Raw materials are five to six times more expensive than conventional materials, he reveals. That results in a 25 percent increase in the price of an MBG carbon-fiber boat.

Nagler calculates the cost increase another way. “Carbon-fiber construction adds about $1,000 per linear foot to the cost of the boat,” he says.

These kinds of increases extend into the marine-accessory market, where carbon-fiber components cost more than three times as much as aluminum pieces, says Chao. A pair of Taco 15-foot aluminum Tele-Outrigger poles retails for about $500, while a pair of Taco 16-foot carbon-fiber Tele-Outrigger poles sells for about $1,700.

Will prices come down in the ensuing years? Time will tell. In the meantime, if you want a boat that floats higher, runs faster and fishes farther, or stiffer outriggers that refuse to whip, you’ll have to pony up to satisfy your carbon craze.

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