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The launch of the Argo trimaran marks a milestone in the trajectory of a crew already seasoned on the MOD70, with a program now geared towards long crossings and records.
From MOD70 to Ultim, a conscious change of scale
The switch from a MOD70 to a 32-meter trimaran raises a simple question: why change platforms when the current boat has a solid track record? Until now, the Argo Racing team has sailed a 21.20-meter one-design trimaran, optimized over the seasons. Today, this platform is reaching its limits in terms of average speed and ability to cope with long weather windows on the North Atlantic.
The future Argo, at 32 meters long and 23 meters wide, is in the Ultim class. This type of multihull offers greater hull aspect ratio, a wider platform and, consequently, more exploitable wind power. For sailors, this means a new way of managing structural stresses, holding up in heavy seas and weather strategy on courses like the Route de la Découverte.
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Design freedom outside the classroom
The choice of VPLP Design is not an insignificant one. The firm has already signed several recent ocean-going trimarans, including units capable of flying at high speed (Banque Populaire XI and SVR Lazartigue). In the case of Argo, one point draws attention: the boat is not constrained by all the rules of the Ultim class, since it is aimed solely at record-breaking. This more open framework allows designers to work without certain measurement limitations.
In concrete terms, this opens up new possibilities in terms of appendages, foils and volume distribution. The deck layout, linkage structure and float design can all be adjusted to meet a single objective: performance on record-breaking courses. But this technical freedom requires rigorous validation, particularly in terms of material resistance and fatigue cycles. The choices will have to hold up over thousands of miles at high speed.
Multiplast, a shipyard experienced in racing multihulls
The Multiplast yard in Vannes will carry out the construction. This Breton site has solid experience in ocean-going multihulls and Imoca boats. There are several reasons for choosing this shipyard. Firstly, its proximity to VPLP, which facilitates exchanges between architects and production teams. Then there's the expertise in advanced composites, in particular prepreg carbon, used for light and rigid structures.
Building an Ultim involves specific constraints, with large parts, tight tolerances and the need to master vacuum or autoclave processes. Assembly management, particularly on the arms and float hull connection areas, remains a key point for reliability.
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A three-year timetable
The schedule extends over several clearly identified phases. VPLP is due to deliver the platform plans at the end of 2026. Construction will start in January 2027 at Multiplast. This construction time of around two years is in line with standards for a trimaran of this size, including the manufacture of the platform, appendages and systems integration.
The launch is scheduled for the first quarter of 2029. This phase will be followed by sea trials, mainly in France, to validate settings, onboard systems and the boat's behavior in different points of sail. The program then includes a delivery trip to the United States to position the boat for a weather window favorable to a North Atlantic record attempt.
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A program geared towards ocean records
Unlike other Ultims on race circuits, Argo's priority is to set crewed records. The references cited by the team, such as the North Atlantic crossing or the Discovery Route, involve high average speeds over several days. The boat will have to maintain a high level of performance without damaging its structure.
The Argo project therefore follows a clear logic: to operate a maxi trimaran designed without strict class constraints, built using tried-and-tested methods, and commissioned according to a controlled schedule to aim for oceanic benchmarks.
