IOR icons: where are the sailing classics still racing?

Between the late 1960s and early 1990s we find what was, perhaps out of nostalgia, perhaps out of merit, the Golden Age of sailing, nearly three decades of discoveries, outstanding racing and inimitable boats. It was the time of the IOR, (whose story can be found HERE)the real driving force of sailing at the time, the hidden architect of a world composed of characters unimaginable today, regattas ascended to legend and iconic hulls. Perhaps sailing’s highest peak, but more importantly a fundamental impetus to the creation of some of the “biggest” and most famous hulls ever, qhe IOR was a unique period, a proponent of exceptional hulls and legendary boats. To celebrate it at its best, the Sailing Journal now wants to survey these unique and valuable boats, and therefore launches a appeal to all enthusiasts: report to us where the great cults of the IOR are and in what state they are, we will be grateful.

Classic IOR: Celebrating the great icons of sailing

The goal is to enter these boats into our Classic Boat by Journal of Sailing “registry” (we explain how to do it HERE). BEWARE, however, putting them on the registry does not only mean census them, it also means valuing all those boats that have a history and a pedigree that allows us to highlight their real historical value-exactly as happens in the world of cars and real estate-to give them back the status they really deserve, and thus their true value. We will take the opportunity not only to create a large archive of them accessible to all, but also to tell and share them as best we can, so that the IOR, in its own way, can partly survive, regaining the status it deserves and enabling us, and you, to see these boats at sea again, and why not, maybe even racing…

• ENTERING A CLASSIC IOR INTO THE CLASSIC BOAT ARCHIVE IS SUPER EASY: CLICK HERE AND ENTER THE BOAT . ALWAYS HERE, ALSO FIND ALL YOUR CLASSIC BOATS ALREADY SURVEYED

Classic IOR: why celebrate old boats?

Made between the late 1960s and early 1990s, IOR hulls are increasingly and erroneously regarded, by many, as simply old boats. Of course, they are no longer new, but would you consider a historic car, or a piece of Bauhaus design, for example, to be just plain old? Hardly. Of course, age is not diminished solely on the basis of value, quality or merit behind the hull itself, but it is certainly not a suitable detail to define the value of anything. On the contrary, with the great IOR classics one is instead, and often, faced with excellent machines, platforms that, with a little care and a good dose of love, can shine again as they did, and as they should. Indeed, the IOR was the time of the purest sailing, the time of the most fearsome offshore races and round-the-world tours of our own “Brancaleone Armies.” It was the world of great hulls, of excellent boats, and, today, it is the world of prototypes to be saved, of boats to be identified and celebrated. It is a reality of exceptional projects that, too often, are not celebrated as they deserve, and it is time to rectify this. But what would be the benefits of doing this? Nothing could be more trivial.

Having already premised on the celebratory criterion, let us now move on to the next, more concrete step. Recognizing the value of a famous IOR hull, acknowledging its history, achievements, and the people who have trod its deck, is not only a recognition of the boat itself and its owner. It is a more concrete recognition, increasing its value. Transferring the example to iconic vehicles of the past, how many Jaguar E-Types are out there? Not a few, but not too many either. And regardless, they are not cheap. However, have you ever wondered how much the one that was Steve McQueen’s cost? The market bar is flying high. Yet it’s the same car–the same is true for so many other things. And the same would be true for an exceptional and well-maintained hull, if its merit, its history, were properly recognized. Here is already a good reason. But this is relative to the owner, or potential buyer. What’s in it for everyone else? Simple, knowing and understanding one’s history is never a mistake. And the IOR is nothing less than the history, the foundational basis, of sailing today.

IOR The IOR was a climbed peak, a period not only remained in the hearts of many, but not only. The IOR was a period of constant evolution, an experimental factory of exceptional boats. Boats that remain. And this is the key to it. IOR hulls still exist, can be fixed, and can still give so much. And the more they return to circulation, the better their chances, and ours, of getting back to dreaming. The world of “vintage” regattas exists, and it is increasingly opening up to newer hulls as well, the IORs in fact. An opening that opens up new circuits, new passions and equally new (and probably less expensive) “markets.” An opportunity for all to, simultaneously, celebrate sailing, enjoy it, and restore life and value to a phenomenon that, perhaps, will never really die. Following in this vein are the hulls that you have already reported and told us about.

MABELLE | Sangermani

Sangermani; 1973; 12.08 x 3.91 m; Dick Carter Let’s start with a homegrown classic, Mabelle, a wooden sloop built in 1973 by the iconic Cantieri Sangermani.
At 12.08 meters long, she was designed by Dick Carter for Serena Zaffagni to participate in the pre-Admiral’s Cup selections that same year, selections she would pass, representing the Italian team along with Naif and Sagittarius.
She then participated in the 1975 Middle Sea Race, only to be withdrawn from racing.
Today, she returns instead often to compete among the buoys, still proving to be a great hull, the last one, moreover, that the shipyard built under the direction of Cesare Sangermani father.

CHRISTINE | Fred Preiss, Redbone Beach

Fred Preiss, Redbone Beach California; 1974; 25.50 x 6.50 m; Dick Carter In the 1970s Dick Carter was one of the greatest naval architects on the face of the planet. In 1974, on private commission, he designed an 84-foot Maxi for Transpac, an impressive 25.50-foot hull made entirely of sandwich. Built by Fred Preiss in California, the Sandokan, now renamed Christine, was born. Suitable for a crew of more than 15 people, it boasts a 30-meter aluminum mast and an immense flush deck littered with manhole covers and coffee grinders. In the late 1990s she underwent a refit intended to convert her to cruising. It now has a wooden interior, 14 bunks, and style to spare.

DIDA SESTA (Ex-Rumegal) | Carlini

Carlini; 1978; 15.30 x 4.90 m; German Frers It was 1978 when Cantieri Carlini launched Rumegal (now Dida VI), a 15.30-meter IOR designed by the great German Frers for Raul Gardini.
She would win the Middle Sea Race in 1979, and then also won the Giraglia twice and the Mediterranean Championship as many times.
She would later be replaced by the Moro di Venezia, Gardini’s great love.
In compensation, she will continue racing until 1993.

• ENTERING A CLASSIC IOR INTO THE CLASSIC BOAT ARCHIVE IS SUPER EASY: CLICK HERE AND ENTER THE BOAT . ALWAYS HERE, ALSO FIND ALL YOUR CLASSIC BOATS ALREADY SURVEYED

Three “tidbits” about Classic Boats

• Want to learn more about the world of Classic Boats (1967-1998), the iconic boats of the period, the legendary designers, the stories and races of the “golden age” of sailing? Check out our section dedicated to Classic Boats!
• Do you have a Classic Boat to sell? Put it (for free) on our classifieds market!

BARCHE USATE Che affare essere una Classic Boat!